Trucks live hard lives. Dents and dings simply go along with the job. But while the temptation to overlook damaged vehicles can be overwhelming during peak business times or when money is tight, experts say doing so can actually cost you more money in additional repairs later on — as well as hurt your company image and degrade fleet fuel efficiency.

“Not many fleet managers get excited about pulling a truck out of service to address cosmetic issues,” says James Svaasand, vice present of collision center development and operations for Penske Truck Leasing. “But at some point, most of them recognize that there is great benefit to taking care of these issues before they get out of hand.”

Svaasand is responsible for a chain of collision repair centers across the United States and Canada. He works with both OEMs and body material and paint suppliers to continuously refine the products and procedures used to keep truck exteriors in good shape.

Complicating matters is the fact that modern truck exterior design relies on advanced components and materials that were unheard of just a few years ago. Svaasand says it is not uncommon to see OEMs use proprietary composites or metals in their designs.

“Daimler, for example, uses aluminum cabs, while Navistar uses high-strength steel,” he notes. “And you also see a great deal of lightweight fiberglass body panels today. So it can be challenging for our technicians to stay on top of the latest repair procedures, because things are so specialized today.”

Rush Truck Centers also maintains a nationwide network of body repair shops. Daniel Brown, the body shop manager at Rush’s Dallas dealership location, agrees with Svaasand’s appraisal of body materials in use today. “Without a doubt, metal was much easier to work with,” he says. “Today, our technicians have to deal with composite materials, plastics and aluminum. The repair procedures are far more complex, and the overall costs have gone up as well.”

Brown says glues and (often) two-part adhesives used in body repairs today can often cost $70 to $80. “Moreover, there are no shortcuts anymore,” he adds. “Technicians have to follow the repair procedures faithfully to fix the trucks correctly. And with the cost of these materials today, we just can’t afford to have them making any mistakes. The guys we have in our shops today doing body work are truly specialists. They have to be.”

Flexible materials for faster turnaround

The companies that develop and manufacture the materials used to repair truck bodies are under unrelenting pressure to stay current as well, says J.J. Wirth, brand manager, fleet segment, USCA Commercial Coatings — a division of PPG.

“One noteworthy trend in the Class 8 truck world is that fewer rivets are being used in the manufacturing process,” Wirth says. “This is a huge benefit to painters, making it much easier to get a good, final finish on paint jobs. At the same time, the structural adhesives used in repair instead of rivets are evolving daily as new production processes, materials and substrates — including plastics and composites — are used to improve weight (leading to better fuel economy), strength and durability. In light of these structural changes, following OEM repair procedures and selecting the correct coatings products are critical steps for achieving ultimate finish expectations.”

The push for lighter weight body components led 3M to focus on developing repair procedures that help avoid galvanic corrosion by duplicating isolation that would be present in factory riveted attachment flanges. These processes include the proper use of seam sealers, foam installations and bonding adhesives for panels and joints, says Dale Ross, U.S. marketing operations manager for 3M’s Automotive Aftermarket Division. The result, he notes, was the introduction of the company’s Metton LMR, a liquid-molding resin that can be used in place of a wide array of more conventional vehicle component materials such as wood or metal. “The use of Metton LMR in commercial vehicle body repairs seems to be increasing,” Ross says. He says that trend can be attributed to its lighter weight, as well as design and cost advantages to both fleets and manufacturers.

Penske uses both 3M and PPG products in its body shops, and that relationship includes working with those companies as they develop new products and work to educate technicians on proper repair procedures. “The OEMs do a really good job getting support out for their powertrains and mechanical components,” Svaasand says. “But that support is sometimes lacking when it comes to new body components and their repair procedures.”

He says 3M’s new line of commercial vehicle repair materials has given his shops real advantages in terms of turnaround times and the overall fit and finish of the repair jobs. “Depending on the severity of the damage, we can often run minor bump and bruise repairs around in a day,” he says. “Larger jobs — like rollovers — obviously take more time because we have to assemble parts. But we want to be able to handle just about any type of body repair, and those materials give us that capability.”

Another example of advanced materials in use is Wabash Composite’s Duraplate composite sidewall panels, which Svaasand says can be used on both dry vans and tractor bodies. The plates are constructed of a high-density polyethylene (HDPE) core bonded between two high-strength steel skins for damage resistance. Penske technicians have found these plates to be quick and efficient to use in repairs — to the point he feels it is more cost-effective to replace a whole Duraplate panel, rather than cutting sections out to fill in damaged areas.

Ross says minimizing the amount of time a truck spends in the body shop is a priority for PPG as well. It has developed a line of commercial grade products that allows technicians to take care of minor touch-up work without committing a vehicle to a paint booth. “Any touch-up paint work that can be done at a fleet maintenance facility instead of in a paint booth is welcomed because it saves time, labor and money,” Ross says. “And our rollable and aerosol products are often used for touch up or wheel refurbishment as well.”

Paint and body material suppliers are going the extra mile to help fleets deal with minor body and paint issues in a timely and affordable manner, says William Lemons, technical service manager, commercial vehicles, AkzoNobel. “We’ve been making some inroads with a new product for quick spot repairs, that uses ultraviolet light to cure paints,” he notes. “The product is available now for the passenger car market, and we’re looking closely at adapting it for commercial vehicles.”

Lemons says a handheld UV light allows technicians to identify and touch up hard-to-spot minor paint damage at a shop before corrosion sets in. “It’s always important to take care of minor paint and body issues before they turn into major ones,” he adds. “The more you do to prevent moisture and corrosion from making contact with metal, the longer you can keep a vehicle while protecting its resale value.”

Penske’s Svaasand also praises PPG’s Delfleet paint refinishing system and products, which takes much of the guesswork out of a notoriously difficult task — accurately matching paint colors on repair jobs. “Paint colors are often the stumbling block in achieving that goal. But PPG’s system enables our technicians to match the paint using a computer program, and then take into account factors like UV radiation and natural fading and discoloration that happens naturally over time.”

An ideal repair job is one where the truck doesn’t look like it has been in the body shop at all. The technicians who make a once-damaged truck look as good as new are as much artists as they are craftsman. The materials they work with today are complex and demanding. But the results they deliver are truly impressive.

On any given day, in any given year, Penske Truck Leasing has a truck maintenance workforce of 8,100. In 2017, the company added 2,200 diesel techs to accommodate growth, and the Pennsylvania-headquartered firm is expecting to add 2,500 more for the same reason in 2018. As of today, the company has 800 openings for diesel techs in the United States, Canada and parts of Mexico — a combination of new hires and open positions due to retirements and turnover.

This is the face of the diesel technician shortage in 2018, and it’s only going to get worse, predicts Gregg Mangione, senior vice president of maintenance for Penske.

His prediction echoes that of the American Transportation Research Institute’s Top Industry Issues report, released in October 2017. Though the industry has trained much of its focus on the shortage of qualified truck drivers, another shortfall exists — the industry needs more diesel technicians. Though this issue ranked last among the 13 challenges identified in the ATRI report, according to the Bureau of Labor Statistics. Trucking will require an estimated 67,000 new technicians as well as 75,000 new diesel engine specialists by 2022.

Mangione says the issue has been building for the better part of a decade, even before trucking emerged from the impacts of the Great Recession. He attributes the growing need for technicians — at least in part — to the increasing complexity of heavy-duty trucks to meet ever-more stringent diesel emission requirements. Jay Duca, diesel technology instructor at Fox Valley Technical College in Appleton, Wisconsin, agrees. Beyond the technology needed to meet emissions mandates, he says, today’s trucks also often have high-tech systems for collision avoidance, lane deviation, smart cruising, terrain mapping and fuel management, further adding to their complexity.

At Penske, these advances have led to tremendous growth, as trucking companies, frustrated by the expenses of trying to maintain this ever-changing technology, outsource more fleet maintenance. Trucking also has exploded in recent years as consumer demand for home delivery of goods has increased, putting more high-tech vehicles on the road. This, too, has increased demand for technicians.

“Today’s trucks are basically rolling computers,” Mangione says. “The labor on these more complicated trucks has not gone down. It has only increased as their complexity has increased.”

Ron Schwartz, director of staffing for Penske, says while these factors have multiplied demand for diesel technicians, the technician talent pool that companies can draw from is shrinking. He explains potential candidates often lack the needed skillset to deliver maintenance on these technologically advanced computers on wheels. This factor has led many companies — Penske included—to develop in-house training programs that boost technicians’ skills to required levels.

Factor in issues like the retirement of seasoned diesel techs from the baby boomer generation, a stigma toward the field in general, and a lack of employee retention, and the problem grows.

Patrick Pendergast, group director of talent acquisition at Ryder System, reports the transportation company has a growing need for technicians across its 800 U.S. locations. He explains Ryder employs approximately 7,000 technicians across the United States and has up to 200 openings at any given time.

“One of our more popular customer offerings is our maintenance program, so we have definitely seen and felt the shortage,” he says. “And I think it’s going to get worse, because the industry is facing a couple of challenges. One, there are not as many new entrants coming into the profession, and two, you have a group of technicians getting ready to retire. These two things combined have led to the shortage becoming more acute.”

He adds that some areas of the country are feeling the pinch more than others. Larger transportation hubs, such as Atlanta, Baltimore and Indianapolis, for example, “have tighter demand on diesel technicians in general,” he says. “But in almost every market we are in, we have had difficulty finding the amount of, or the level of, skills we need.”

Put partnerships in place

The ATRI respondents also indicated a desire to improve technician training and placement through greater collaboration between motor carriers and tech schools.

Though Fox Valley Technical College is seeing greater interest in its driver and diesel technician training programs, as well as considerable growth in transportation industry partnerships, Duca reports more is needed to keep pace with demand. FVTC uses a program called Wisconsin TechConnect, a job placement program where employers post positions. Students have access to that service, and Duca says he’s seen as many as 25 postings a month, “just for diesel technicians in Wisconsin.”

Though the college has more than 100 students in its diesel tech program at any given time, they are scooped up by industry partners as soon as they graduate. That’s good for students and the college, but not so favorable for companies that lack these partnerships and the relationships they can foster with prospective new hires.

Students in the FVTC diesel tech program typically have jobs before they graduate with local employers, who partner with the school to offer program guidance, equipment and more. “We have a few employers in the area who sponsor students and even pay their tuition,” Duca says. “That’s both good and bad. This is not a cake walk of a program; it’s not shop class in high school. The demands of school and the job can be a lot [if their job is full time.]”

Strike out the stigma

As demand skyrockets, Duca reports the number of students should, too. Unfortunately, there is still a stigma attached to the job. “Nobody ever says, ‘When my son grows up, I hope he can be a mechanic,’” he explains. “There is still this perception among parents that says, ‘Well, he can’t do anything else, so he may as well be a mechanic.’”

But, he adds, “Today, they are not mechanics, they are diesel technicians, and we are in dire need of a societal shift from that mentality.”

In Duca’s mind, this transformation must begin at the truck shop itself, which is often viewed as a “dirty dungeon, unsafe and hazardous work environment.” In the past, and even in some shops today, he admits this assumption can be accurate. “People need to see that they can make this a career,” he says, adding it’s hard to see it that way “if shops are dirty and outdated.

“We’ve seen more and more employers addressing this perception,” he says. “They now have clean, well-lit facilities, and offer competitive salaries and benefits. But society’s idea of the dirty diesel mechanic must change as well.”

Jake Rudisill, general manager of leasing and maintenance of Schilli NationaLease with The Schilli Companies, agrees. He says the shortage of drivers and technicians goes hand in hand, and the fact that fewer people are going to trade schools is part of the issue.

He maintains the gold standard is getting a four-year college degree as opposed to a two-year associates degree or certificate from a trade school.

“High schools and four-year institutions market four-year degrees with a much higher standard than they used to,” he says. “So, you see more of the younger generation going into four-year degree programs, whether it’s for accounting, health care or law enforcement, and fewer young people going toward a certificate degree from a trade school.”

Rudisill says the industry needs to change the view that a diesel technician is a dead-end job, and show that it’s “a competitive, and higher compensatory career.”

He explains careers in medicine are often glorified, while a career in transportation is not. “One of the larger problems we have in the transportation industry is glorifying what we do. It’s not life-saving every day, like the medical industry, but it’s equally important, and we need to do a better job of showing that,” he says.

Ryder, Schilli, Penske, tech colleges like FVTC, and others in the trucking industry are hard at work to alter these assumptions through greater awareness. Many people do not understand what’s involved with being a diesel technician, and that needs to change, they say.

Beyond the wrench

“The first thing we do when a truck comes into the shop is plug in a computer,” says Pendergast. “Technicians need to know what the diagnostics look like, what the engine is telling them, before they turn a wrench.”

Ryder builds upon technology’s appeal by hosting an annual technician competition that pits internal employees against each other in a series of different diagnostic and repair-type scenarios. The company promotes the competition to the public, allowing others to see the job’s appeal. Internally, the competition has shown that the skillset for diesel technicians continues to grow.

“We are seeing a lot of younger technicians top the list [in this competition],” Pendergast says. “As technology becomes more prevalent in trucks, these younger technicians are finding an edge. They can really harness the technology side and do very well in these competitions.”

Ryder taps into this knowledge as it promotes the field in high schools. “We tell them it’s not the same job it was a decade ago,” he says, noting the company also works to alter the perception that once you become a technician, you will always be a technician. Pendergast explains people can take these skills in many different directions, from management to recruiting, training or human resources.

“You don’t have to be a technician for the rest of the life if you don’t want to be,” he says.

The first skill today’s technicians require is a soft skill, says Duca, who explains that a technician needs to be a people person and able to communicate well. “The technician’s role is to solve someone else’s problem, which is difficult to do unless you can communicate with people and understand their problem,” he says. “It also translates into being able to work with other employees.”

Then, the technology on trucks requires a technician who is willing to take on new challenges; not every problem a truck has will be easily diagnosed, Duca explains. “They need to be willing to take on challenges the average person does not want to approach,” he says. “With all the electronics we’re using, for example, just being able to face problems without getting frustrated is an issue.”

Those interested in computer technology are prime candidates for today’s technicians, and more and more companies are recognizing this. A technician, Duca says, can easily spend up to half of his or her time connected to a computer to diagnose and/or correct an engine problem.

States Mangione, “There are jobs out there if they want to do a full engine build, but there is tremendous technology on today’s trucks. You still have to turn a wrench, but you have a computer in hand as much as a wrench.”

Round up the right recruits

In 2017, Doug White, then general chairman of the American Trucking Associations’ Technology & Maintenance Council, said the technician shortage is going to get “catastrophically” worse, in part because it is challenging to attract young people to the field.

“We can’t fix it tomorrow. It’s going to take long-term work,” White said, adding that the industry needs to start recruiting students in grammar schools “because by the time they’ve completed two years of high school, we’ve lost them.”

The question becomes then: How can an industry behind the 8-ball when it comes to the number of technicians it needs, identify and target the right candidates for the job?

FVTC employs a recruiting truck that is outfitted with a variety of the latest trucking technologies. The college takes this truck to area middle schools and high schools to promote the idea that the career has changed and is what you make of it.

Duca explains, “We lose our grip [in terms of this being viewed as a viable career] in elementary school. In elementary school, we see a good representation of all the fields until fourth or fifth grade, when careers such as diesel technician stop being aggressively promoted.” He explains FVTC is hard at work to change the tide by partnering with guidance counselors and inviting them, and students, to come see its program in action.

Schwartz says they look for mechanically inclined and tech savvy individuals, and market to them via websites and videos. Penske and Ryder both partner with SkillsUSA, an organization that brings together students, teachers and industry to develop a skilled workforce by promoting skilled trades. Likewise, the companies build awareness through national competitions; trade school support, where they help guide the curriculum, offering training programs and donating equipment; and through marketing efforts at high schools and in the military.

“We have approximately 100 tech school partnerships,” says Schwartz. “We don’t just go to the school’s job fairs, we have a presence there. Penske leaders help steer curriculum and bring real world happenings to the schools.”

He adds that trucking technology can be dated at schools, which can be a challenge to companies like Penske, which use the latest and greatest in truck technology. So Penske employs trainers to visit the company’s tech-school partners and offer a selection of courses. In these courses, students learn about cutting-edge technology as well as more about Penske. The program gives students a better sense of the technology on trucks, while aiding the company in identifying students they may want to bring onboard.

Schilli offers a tiered training program once technicians are hired, but on the recruiting side, shop managers and personnel partnered to develop a secondary program for mechanics’ helpers. This program allows individuals with little to no diesel tech experience to work for several months as mechanics’ helpers. These employees help technicians with documentation, cleaning up the shop, getting parts, and basic maintenance, to get a better feel for what the job entails. Students come to the program from high schools and trade schools as well as through word of mouth.

According to Rudisill, the company currently has nearly 80 seasoned technicians, some of whom have been with the company for nearly 30 years and who combined offer more than 900 years of experience. As these individuals near retirement, the company has had to revamp its recruiting efforts and has made a concerted effort through the mechanics’ helper program to draw workers in early.

“The program helps promote the job, the career and the industry,” he says. “We are bringing in people who don’t have the tools or the skillsets, into an entry-level position, where they can gain experience, and figure out if the career is for them.”

Leave no stone unturned

With the BLS predicting that employment of diesel service technicians and mechanics is projected to grow by 12% from 2014 to 2024, and the American Society for Training and Development reporting that 77 million baby boomers are slated to retire over the next 20 years, with only 46 million new workers set to replace them, the deck is stacked against the transportation industry.

However, when the odds are not in your favor, it is time to change the odds. When it comes to attracting diesel technicians, this means going after less traditional categories of workers, including women and military veterans.

According to BLS statics, women make up less than 4% of the workers in maintenance and technician fields, making them a viable target for any recruiting efforts. This is an area ripe for growth, notes Duca, who explains the FVTC program has just two female students currently. Though FVTC’s recruiting efforts do not target men and women differently, the college does host a Girls Tech School Camp every summer. Duca says some of the diesel tech program’s female students have come to FVTC after attending that camp.

Female technicians can have an advantage because they have smaller hands that can access tighter spaces, but industry leaders agree that more attention needs to be paid toward getting them to sign up in the first place.

“We have seen an increase in female technicians at schools,” says Mangione, noting that Penske maintains a Women in Leadership group to help mentor and guide new female technicians.

Ryder also sees females as a good fit for open technician positions, and its efforts to attract more women to the field include partnerships with the Techforce Foundation, where they give out scholarships to women.

“This is a very rewarding career that can go in many different directions for both men and women,” Pendergast says. “We need to work to grow their interest.”

The company also participated in a Public Broadcasting Service (PBS) special called Changing Gears, which aired in 2017. The show chronicled several high school students as they tried to figure out what they wanted to do upon graduation. Several Ryder employees were interviewed for that show, and some were female technicians. “It was a great way to broaden that conversation beyond the thinking that this is a man’s job only. Because it most definitely is not,” Pendergast says.

Ryder has also developed partnerships with the military to gain access to veterans as they leave military service. “We have put programs in place to incent them into coming to work for us,” he says. “From there, they can take their career in a number of different ways by learning the trade and spending some time on shop floors.”

All recruitment efforts are for naught, however, if the industry fails to retain the employees it attracts. “Retention is a challenge for everybody,” says Mangione. “There is no silver bullet to retention, but from a leadership and management standpoint, you need to stay close to your workforce, understand your market, and compensate employees fairly for their skillsets. In the transportation industry, some of our most important employees for us, and for our customers, are the technicians that keep our trucks up and running.”

Ronnie Garrett is a freelance writer based in Fort Atkinson, Wisconsin, who writes about a variety of topics including the supply chain and logistics.

Knight Transportation, a wholly owned subsidiary of Knight-Swift Holdings, has acquired all of the assets of Abilene Motor Express and related entities, according to a Securities and Exchange Commission filing.

Abilene Motor Express is a Richmond, Virginia-based carrier with nearly 400 trucks that operates throughout the U.S. and Canada. The SEC filing states that it brings in approximately $100 million in annual revenues.

The company serves the long-haul, over-the-road truckload market and offers regional operations, dedicated contract carriage, and sole/single source transporting services in dry and temperature controlled applications. Knight-Swift said in a securities filing that the business has an operating ratio in the low 90s."

This is the first acquisition for the company since Knight and Swift merged in 2017, bringing together two of trucking’s largest players. The combined company operates around 23,000 tractors and 77,000 trailers.

]]>Abilene Motor Express is a Richmond, Va.-based carrier with nearly 400 trucks that operates throughout the U.S. and Canada. Photo via Abilene Motor Expresshttp://www.truckinginfo.com/channel/fleet-management/news/story/2018/03/knight-transportation-buys-abilene-motor-express.aspxService Accused of Coercing Fleets into Paying Fake Fees Agrees to Settlehttp://www.truckinginfo.com/channel/fleet-management/news/story/2018/03/service-that-coerced-fleets-into-paying-fake-registration-fees-agrees-to-settle.aspx
Mon, 19 Mar 2018 12:36:00 PSTThe operators of an online registration service for motor carriers has agreed to settle with the Federal Trade Commission over charges that they impersonated and falsely claimed affiliation with the U.S. Department of Transportation and other government agencies.

The two were accused of deceiving small trucking businesses into paying them for federal and state motor carrier registrations.

Under the settlement order, the defendants are banned from misrepresenting affiliation with any government entity and from using consumer billing information to obtain payments without expressed consent.

They must also adequately disclose that they are a private third-party service provider and any fees associated with their services. The order imposes a $900,000 judgment that must be paid within one day.

James P. Lamb and Uliana Bogash were accused of violating the FTC Act and the Restore Online Shoppers Confidence ACT while operating under the company names DOTAuthority.com and DOTFIlings.com, Excelsior Enterprises International, and JPL Enterprises International.

Certain trucking companies that must register annually with the Unified Carrier Registration system can register through the official UCR website or the official website of their state.

In a released statement, Lamb characterized the lawsuit as a nuisance case, saying that it was “government overreach at best, a failed political hit job to disgrace me at worst.” Lamb said he believed that the lawsuit was retaliation against his businesses for two federal lawsuits he brought against the U.S. DOT in 2013 and 2015 as a non-profit trade group president.

Lamb and Bogash are accused of taking more than $19 million from thousands of small businesses by creating the false impression that they were affiliated with U.S. DOT, the UCR system, or another government agency.

Through allegedly misleading robocalls, emails, and text messages they would send false warnings to the fleets that they could be subjected to civil penalties, fines, or law enforcement actions unless they registered with one of their sites instead of through official government websites.

They were also accused of obscuring the total amount charged, which ranged from $25 to $500 or more. In some cases, fleets alleged that they were automatically enrolled in an annual renewal program without knowledge or consent.

Lamb further went on to state that DOTAuthority.com offered customers a convenience-oriented alternative and were simply filling a need in the market and not deceiving carriers. According to the release, DOTAuthority.com displayed disclaimers on its website to make it clear that they were not affiliated with the government.

Some fleets were automatically enrolled in recurring payments, but there was an option to opt out that did meet the requirements for what is legally regarded as negative option marketing, and is in compliance with FTC rules, according to Lamb

“Their goal was not to protect the public from deception as they speciously represented, but to engage in character assassination to take down an outspoken trade group president standing up for small business and to corruptly put my legitimate business out of business in retaliation,” said Lamb.

]]>The accused allegedly took more than $19 million from small trucking businesses by creating the false impression that they were affiliated with U.S. DOT, the UCR system, or another government agency.http://www.truckinginfo.com/channel/fleet-management/news/story/2018/03/service-that-coerced-fleets-into-paying-fake-registration-fees-agrees-to-settle.aspxTurnover Rate Declines but Driver Shortage Still a Concernhttp://www.truckinginfo.com/channel/drivers/news/story/2018/03/turnover-rate-declines-but-driver-shortage-still-a-concern.aspx
Mon, 19 Mar 2018 11:58:00 PSTThe driver turnover rate for truckload carriers fell in the final three months of 2017, but the rate remained higher than it was for the previous year, according to American Trucking Associations Chief Economist Bob Costello.

The turnover rate at large truckload fleets fell seven points to 88% in the fourth quarter of last year, dipping below 90% for the first time since the first quarter.

“Despite this dip in turnover, the driver market remains tight and the driver shortage remains a real concern for fleets and the industry,” said Costello. “If the economic climate continues to improve, I expect both turnover and driver shortage concerns to rise in the near future.”

Turnover at small truckload fleets also fell in the same period, dropping to 80%. The turnover rate at both large and small fleets was still 14 points higher than in 2016.

“Despite the continuing tight driver market, I think there are a couple reasonable explanations for the dip in turnover this past quarter,” said Costello. “First, freight demand was very strong, which may have encouraged drivers to stay at their current fleet because they were making even better money with strong volumes. And second, many fleets implemented or announced pay increases last quarter, which may have disincentivized drivers from moving to new jobs.”

Uber has shelved its self-driving vehicle program after one of its test vehicles struck and killed a female pedestrian in Tempe, Ariz. The accident marks the first known death of a pedestrian hit by an autonomous vehicle on public roads, reports theNew York Times.

Following the incident, Uber suspended testing of its autonomous cars in Tempe, Pittsburgh, San Francisco, and Toronto.

The deceased woman, who has not yet been publicly identified, was crossing the street outside a designated crosswalk at approximately 10 p.m. on March 18 when the accident occurred, reports USA Today. She died on March 19.

As is standard practice when testing autonomous vehicles, the Uber car was in autonomous drive mode, but there was a human safety driver behind the wheel when it hit the woman, according to reports. There were no passengers in the vehicle.

Uber issued a statement that the company is "fully cooperating with local authorities."

Ironically, proponents of self-driving cars claim the technology can help to greatly reduce the number of traffic-related pedestrian deaths. The Tempe incident may fuel concerns of activists who believe that the technology that allows the cars to sense their surroundings is not yet safe enough for roll-out on real world roads and highways, reports USA Today.

Nissan North America has expanded production of its NV cargo and passenger vans by adding a second shift to its Canton, Ohio, assembly plant, where Nissan recently celebrated production of 4 million vehicles.

The second shift will create or retain 250 hourly jobs to support increasing demand for NV commercial vans. The announcement came as the plant approaches the 15th anniversary of bringing vehicle manufacturing to Mississippi.

For 2018, the NV Cargo and NV Passenger are available with a 375-hp 5.6L Endurance V-8 gasoline engine with a heavy-duty 7-speed automatic transmission. Both models are also offered with a fuel-efficient 261-hp 4.0L V-6 with 5-speed automatic transmission.

To commemorate the celebration, Nissan presented a 2018 NV Cargo van to Our Daily Bread Ministries, a local nonprofit organization with a mission to bring awareness to healthy eating and aid in hunger relief in the community.

Nissan has grown the Canton Vehicle Assembly Plant from a regional manufacturing facility to a global one, investing $3.4 billion in the facility since its opening in 2003. Nissan employs 6,400 at the Canton plant, with more than 1,500 jobs added since 2013. With an annual capacity of 450,000 vehicles, the plant currently builds the Nissan Altima, Murano, TITAN and TITAN XD, Frontier, NV Cargo Van, and NV Passenger Van.

"The City of Canton congratulates Nissan on this outstanding achievement," said Dr. William Truly, mayor of the City of Canton. "Milestones like these are not easily achieved, and we applaud the hardworking men and women of this facility who build great vehicles for the citizens of Canton and customers around the world."

Daimler Trucks handed over the first all-electric Fuso eCanter trucks to customers in Great Britain. This now brings the electric light-duty truck to a further major market following the market launches in New York, Tokyo, and Berlin.

In London Daimler handed over the Fuso eCanter vehicles to the courier service DPD, the logistics company Wincanton, and the baked goods manufacturer Hovis. DPD, Wincanton, and Hovis are initially starting with a total of nine FusoeCanter vehicles in their fleets.

DPD is an international courier service which delivers 4.8 million parcels a day in more than 200 countries. In Great Britain, DPD employs over 6,000 employees and 2,340 vehicles. DPD will use two Fuso eCanter trucks for an initial period of two years.

Wincanton PLC is Great Britain's largest logistics service provider and employs around 17,500 employees at more than 200 sites. The company plans to use five Fuso eCanter trucks in its fleet.

Hovis is a company specializing in baked goods and has its headquarters in High Wycombe. It employs around 3,200 people in Great Britain. Hovis is starting out with two Fuso eCanter trucks.

The FUSO eCanter was developed by the Daimler subsidiary Mitsubishi Fuso Truck & Bus Corp. (MFTBC). Production for the European and USA market is in Tramagal, Portugal. The FUSO eCanter models for customers in Asia come from the MFTBC plant in Kawasaki. Following its global market launch in September 2017 in New York the first eCanter went to companies such as UPS in the USA, Yamato and 7-Eleven in Japan as well as DHL, DB Schenker, Rhenus and Dachser in Germany.

The Federal Motor Carrier Safety Association suspects that about 28% of the commercial driver population may be suffering from some degree of obstructive sleep apnea. That number is in line with the findings of SleepSafe Drivers Inc. Steven Garrish, the company’s senior vice president of safety and regulatory compliance, says that number is in line with his fleet testing.

“When we begin a managed program for a fleet, we’ll see about 10% of that fleet’s drivers test positive for sleep apnea in year one,” he says. “In year two, we’ll see another 8-10%, with the other 8% or so in the third year moving forward.”

This happens over time because the medical card process involves a maximum two-year cycle. For a fleet of 100 drivers, that would be 10 in the first year, 10 or so in the 2nd year, then 8 and less moving forward, he says. “After this initial cycle, we just test new drivers through the turnover process and treat the incumbent fleet.”

OSA needn’t be a career-limiting condition for drivers. With recognition and ongoing treatment, the drivers are fit for duty, and in all likelihood, less fatigued than they were before treatment. But without a managed OSA/Fatigue Management Program, the process is a pain, with the burden falling on the driver for most of the expense, Garrish says.

“It’s often a long process as well, taking several weeks to get in to see a sleep specialist and then schedule an in-lab test. Even for the lucky ones who have medical insurance, they often have high-deductible plans, so much of the expense comes right out of the driver’s pockets.”

Many forward-leaning, safety-conscious fleets are redirecting their current insurance spend for OSA and putting these dollars towards a directly managed OSA/Fatigue Management Program that eliminates wait time and expenses. A cornerstone to saving time and cost involves the use of home sleep tests, which can be performed right away, allowing the driver to wear the device in the comfort of his/her own home or truck. These tests are a fraction of the cost of a typical insurance-ordered in-lab test.

But the treatment shouldn’t end with supplying the driver with a continuous positive air pressure (CPAP) device. Follow-up is vital.

If I could take a time machine and travel back to visit my ancestors running around in Wales, in the British Isles, a thousand or so years ago, at some point I suspect they would get around to telling me what a major buzzkill it was to see a bunch of Scandinavians – Vikings, they would have called them – showing up on their doorstep.

Vikings, they would no doubt warn me, are violent, reckless, boastful braggarts, always going on about their great deeds in their Sagas, and primarily interested in burning, pillaging and stealing anything they could get their hands on.

The facts are much more nuanced, of course. Given my family history, I seriously doubt my forbearers were up to much good themselves back then, and probably didn’t have a whole lot of room to talk. But they would still be aghast to learn that historians today consider the Viking’s contribution to world history to be far more important than the occasional ransacked village. And despite the contemporary charges of heathenism and debauchery, the Norsemen were also skilled engineers whose long boats were wonders of the age.

Whatever anybody thinks about the Vikings today, it does seem they did get all the violence and boasting out of their system after terrorizing my ancestors all those years ago. The Scandinavians today are quiet, well-mannered and modest about their accomplishments.

If you visit Volvo Trucks, either here in the States, or in Europe, you see that reserved Swedish pragmatism on display as well. The engineering heritage pioneered a millennia ago by their ancestors is very much alive and well in the cutting edge technology and designs Volvo is putting on roads all around the globe today. And while Volo is proud of their products, their corporate culture and their unwavering commitment to safety and efficiency for their customers, there is a kind of quiet pride at work as well. It’s a 180-degree cultural turn, I suppose. But the reserve and the instinct to lead by example, as opposed to shouting out, “Hey everybody! Look at me!” is very much in evidence at Volvo.

And to be sure, Volvo is an OEM that could certainly brag as loudly as any other truck builder on the planet, if they chose to. The company is a leading manufacturer of diesel engines and has trucks and highly advanced construction machinery working hard on every continent. On top of all that, the company is a major player in Europe when it comes to emerging technology such as telematics, autonomous control systems, alternative propulsion and – of course – advanced safety systems.

And lately, Volvo has begun to talk in a much louder voice about its accomplishments both here at home and abroad. The company has updated three quarters of its Class 8 truck line since the summer of last year with cutting-edge aerodynamic designs, seriously plush and productive cab interiors, intelligent drivetrains and telematics support systems that are second to none.

And that doesn’t seem to be the end of it, either. There are strong hints that Volvo is about to start showing its American customer base some seriously futuristic truck technology in the coming months that will demonstrate conclusively that it will be a serious player in the coming truck technology revolution.

Swedish modesty has dividends, too. And one of them is the ability to keep things well under wraps until you’re ready to talk about them. So details are sketchy at this point – although I feel confident in saying you’ll be hearing news on the electric vehicle and platooning fronts from Volvo before this year is out.

When that news hits, HDT will be there, of course. So stay tuned. Because like its Viking forefathers sitting by the fire their mead halls on a cold winter night, Volvo has a Saga of its own to tell. And that story is only to get better in the months to come.

]]>A glimpse of Volvo&#39;s work on future transportation technology is apparent in this model of an autonomous concept truck on display at the company&#39;s Customer Center in Dublin, VA. Photo: Jack Robertshttp://www.truckinginfo.com/blog/truck-tech/story/2018/03/valhalla-rising.aspxACOFAS Presentation to Teach Technicians About DOT Inspectionshttp://www.truckinginfo.com/channel/safety-compliance/news/story/2018/03/acofas-presentation-teaches-technicians-about-dot-inspections.aspx
Fri, 16 Mar 2018 13:20:00 PST

The American Council of Frame and Alignment Specialists is offering a presentation demonstrating and educating technicians on how to properly inspect a vehicle.

The one and a half day presentation is being given by Andy Blair, a former Pennsylvania Police and Department of Transportation Enforcement Officer and independent instructor. Blair will help attendees understand what enforcement officers are looking for during inspections.

The presentation aims to help technicians do their job thoroughly so that customers will not get an out-of-service violation after leaving the shop. It will include a classroom session, as well as hands-on demonstrations using actual trucks, trailers, and school buses.

The DOT Technician Training presentation will take place from April 30 - May 2 at Frame Service Inc., in Ft. Wayne Indiana. Sessions will take place on May 1 and 2. To register online go to acofas.com. To find out more information, contact Gordon Botts at gbotts@bottswelding.com.

Swedish truck maker Scania has finalized a deal with a Finnish fleet to begin testing platooning technology on Scandinavian highways, the company has announced.

Scania is owned by Volkswagen and has been a European leader in truck platooning technology, which uses advanced vehicle safety systems, wireless communications, and autonomous vehicle controls to allow long-haul tractor-trailers to travel in convoy formations with decreased following distances to boost fuel economy thanks to increased vehicle aerodynamics.

According to reports, Scania has signed an agreement with Ahola Transport to use both Scania trucks and autonomous vehicle technology to test semi-autonomous platooning operations involving three or more vehicles on public roadways. According to reports, the first vehicle will be operated in cruise mode with a human driver steering. All the following trucks in the platoon will be operated under full autonomous control with human drivers monitoring driving operations.

Scania cited the agreement as a “landmark” in the development of autonomous vehicle technology, noting that it is the first such agreement in Europe between a truck OEM and a fleet.

Scania officials said the trials in actual traffic situations and varying weather conditions are essential for building public acceptance and confidence in the technology.

In a statement, an Ahola spokesperson noted that the fleet's very first truck purchase, in 1959, was a Scania model and that it looked forward to extending that long-term cooperation toward finding new transportation solutions for the trucking industry.

Kenworth is offering new standard track options for its Paccar proprietary front axle lineup available for Class 8 vocational models.

Designed for construction and vocational application, the Paccar says its front axle enhances vehicle payload-carrying capability and complements the performance of Paccar’s MX-11 and MX-13 engines. The Paccar front axle was introduced last year with wide track configurations rated at 20,000 pounds and 22,800 pounds.

Paccar front axles use an specially designed, tapered, kingpin roller bearing, which simplifies the design and delivers improved steering efficiency and offers steering angles up to 50 degrees. The axles have a five-year / 750,000-mile warranty.

“The Paccar front axle with standard track is an important addition for the vocational market as it provides the best axle/wheel/tire combination to achieve a 20,000-pound rating with 425-series tires, while also offering excellent wheel-cut and maneuverability,” said Kurt Swihart, Kenworth marketing director.

Certified Pre-Owned Vehicle Website

Kenworth has also launched a new, dedicated, website for its Kenworth Certified Pre-Owned program at www.KenworthCertified.com. The website features a listing of pre-owned certified trucks from participating Kenworth dealers.

Available in the United States and Canada, the program offers top-condition Kenworth Class 8 trucks. To qualify, each Kenworth Certified Pre-Owned Class 8 truck must be four model years of age or less, have mileage under 450,000 miles, and pass an extensive 150-point inspection completed by Kenworth certified technicians.

Once full enforcement begins on April 1, drivers required to operate with an ELD but found to be lacking a device will be placed out of service (OOS). That OOS order will be in effect for 10 hours for truck drivers.

At the end of the OOS period, the driver will be allowed to continue to his or her next scheduled stop using paper logs. But the driver should not be dispatched again without an ELD.

And if the driver is dispatched again without an ELD, he or she may be placed OOS yet again and “the motor carrier will be subject to further enforcement action,” FMCSA said.

Also starting on April 1, any ELD violations recorded on roadside inspection reports will count against the driver’s and the carrier’s scores in FMCSA’s Compliance, Safety, Accountability (CSA) system.

Trailer orders are expected to hit 32,000 units in February, a number that, if it holds true, would be a record for that month, according to preliminary reports from FTR.

While down 20% compared to January’s trailer orders, it was the fifth consecutive month that trailer orders broke the 30,000 unit mark. Orders have fallen from the high volumes of the past three months but are still historically high, according to FTR.

“The trailer market remains red-hot," said Don Ake, FTR vice president of commercial vehicles. “Fleets are scrambling to add capacity and are ordering large numbers of trucks and trailers.”

Backlogs for trailer production are expected to rise above 170,000 units for the first time since 2016.

“Most of these orders are for the second half of the year," Ake added. "This is good news for the economy and the industry in that carriers expect the solid freight demand to last throughout 2018. The economy is vibrant and producing freight growth across all sectors, which is boosting all segments of trailers and resulting in record order months.”

Trucking posted the biggest loss of the five major transportation modes when it came to the value of U.S. freight moved between Canada and Mexico last year, according to new Transportation Department figures.

Its 2.2% drop in 2017 from 2016 came as rail declined 0.2% and air fell by 0.1%.

In contrast, the share of the value of freight moved by vessel rose by 1.2% and the pipeline share increased by 1.1%. A 17.3% increase in the year-over-year price of crude oil in 2017 played a key role in the annual increases in the dollar value of goods shipped by pipeline and vessel, according to the report.

Despite the decline, trucks continued to be the most heavily utilized mode for moving goods to and from both Canada and Mexico, carrying 63.3% of the freight transported. Trucks accounted for $720.8 billion of the $1.1 trillion in freight flows with Canada and Mexico in 2017.

Rail remained the second largest mode, moving $174.1 billion or 15.3%, followed by vessel, 6.6%; pipeline, 5.7%; and air, 3.8%. The surface transportation modes of truck, rail, and pipeline combined carried 84.3% of the total value.

Trucks carried 60.2% of the $614 billion of goods imported from Canada and Mexico in 2017, followed by rail, 18.5%; pipeline, 8.4%; vessel, 6.4%; and air, 3.1%. Trucks carried 66.8% of the $525.5 billion of goods exported to Canada and Mexico, followed by rail, 11.5%; vessel, 6.9%; air, 4.8%; and pipeline, 2.6%.

The total value of cross-border freight carried on all modes rose 6.6% from 2016 to $1.2 trillion in current dollars,

Trucking’s Decline Seen At Both Land Borders

From 2016 to 2017, the value of U.S.-Canada freight flows increased 7.1% to $582.4 billion.

Trucks carried 57.7% of the value of the freight, followed by rail, 16.2%; pipeline, 10.6%; vessel, 3.9%; and air, 4.7%. The surface transportation modes of truck, rail, and pipeline combined carried 84.5% of the value.

Although trucks carried the largest share, 57.7%, of U.S.-Canada freight by value in 2017, its share of the total decreased by 2.4 percentage points from 2016. The modal shares of rail and air also decreased, both down 0.1% percentage points. Pipeline’s share rose by 2.2 percentage points while vessel rose 0.6 points, both due in part to an increase in the year-over-year price of crude oil in 2017.

Trucks carried 50.1% of the $300 billion of goods imported from Canada in 2017, followed by rail, 20.6%; pipeline, 17.2%; vessel, 5%; and air, 3.8%. Trucks carried 65.7% of the $282.5 billion of goods exported to Canada, followed by rail, 11.5%; air, 5.6%; pipeline, 3.5%; and vessel, 2.8%.

Michigan led all U.S.-Canada Border states serving as a gateway for 38.3% of freight carried between the U.S. and Canada in 2017, handling $222.8 billion, an increase of 5.2%. Minnesota ports of entry had the largest percentage increase among northern border states, growing 20.8% over 2016.

The top commodity category transported between the U.S. and Canada in 2017 was vehicles and parts valued at $107.4 billion with $60.7 billion or 56.5% moved by truck and $43.7 billion or 40.7% moved by rail.

The value of U.S.-Mexico freight flows last year compared to 2016 increased 6.1% to $557 billion. Trucks carried 69.1% of the value of the freight, followed by rail, 14.4%; vessel, 9.5%; air, 3%; and pipeline, 0.7%. The surface transportation modes of truck, rail, and pipeline combined carried 84.1% of the value.

Trucks carried the largest share, 69.1%, of U.S.-Mexico freight in 2017, despite a 1.9 percentage point decrease from 2016. Also declining were rail, down 0.3 percentage points, and pipeline, down 0.1 points. Helped by an increase in the year-over-year price of crude oil, vessel’s share grew by 1.8 percentage points. Air’s share was unchanged.

Trucks carried 69.9% of the $314 billion of goods imported from Mexico in 2017, followed by rail, 16.5%; vessel, 7.8%; air, 2.4%; and pipeline, 0.1%. Trucks carried 68.0% of the $243 billion of goods exports to Mexico in 2017, followed by vessel, 11.6%; rail, 11.5%; air, 3.8%; and pipeline, 1.4%.

Texas led all U.S.-Mexico Border states serving as a gateway for 70% of freight carried between the U.S. and Mexico in 2017, handling $390.1 billion. Texas ports of entry had the largest percentage increase among southern border states, growing 6.9% over 2016.

The top commodity transported between the U.S. and Mexico in 2017 was vehicles and parts at $104.8 billion, with $48.9 billion or 46.7% moved by truck, and $44.7 billion or 42.7% moved by rail.

]]>The value U.S.-North American freight by mode in billions: 2016-2017. Graphic: U.S. DOThttp://www.truckinginfo.com/channel/fleet-management/news/story/2018/03/trucking-s-share-of-cross-border-freight-value-declines-but-still-tops.aspxEconomic Watch: Industrial Production, Consumer Sentiment Up; New Homes Mixedhttp://www.truckinginfo.com/channel/fleet-management/news/story/2018/03/economic-watch-industrial-production-consumer-sentiment-up-new-homes-mixed.aspx
Fri, 16 Mar 2018 07:12:00 PSTIndustrial production in the U.S. rebounded from a drop at the start of the year, as consumer sentiment is the best in more than a decade – but there's a decline reported in parts of the new-home-building market.

The Federal Reserve reported the total amount of output from the nation’s factories, mines and utilities rose 1.1% in February following a decline of 0.3% in January. The latest performance was better than analysts’ expectations, with the gauge posting a year-over-year gain of 4.4%.

Manufacturing production rose 1.2% in February, its largest gain since October, while the January performance was revised downward for a 0.2% decline.

Gains were recorded by every major manufacturing industry except for electrical equipment, appliances, and components, and for petroleum and coal products. The production of durables climbed 1.8%, and the measure for nondurables moved up 0.7%.

Mining output jumped 4.3%, mostly reflecting strong gains in oil and gas extraction, while the output from utilities fell 4.7%, as warmer-than-normal temperatures last month reduced the demand for heating.

At 108.2% of its 2012 average, total industrial production in February was 4.4% higher than it was a year earlier.

Capacity utilization for the industrial sector climbed 0.7 of a percentage point in February to 78.1%, its highest reading since January 2015 but still 1.7 percentage points below 1972–2017 average.

Analysts at Econoday noted manufacturing looked "very positive with strength centered in business equipment, where rising production points to rising business investment, and also construction supplies which are in demand as builders restock the housing sector. Production of vehicles also picked up, as did the selected high-tech sector which, like mining, has been an important positive for the industrial sector.”

Housing Starts Drop Due to Multi-Family Sector Plunge

In sharp contrast, housing starts in the U.S. plunged more than expected during February, posting a 7% drop from the month before, according to the Commerce Department.

This put the adjusted annual rate at 1.24 million units, down from an upwardly revised January level of 1.33 million, which was the highest level in more than a year.

The market was pushed lower for the second straight month by a drop in the volatile multi-family home sector, which fell 26.1%. Single-family home starts, the biggest share of the market, increased 2.9% from the revised January level.

The number of home-building permits issued during February, an indicator of future construction, fell 0.6% for single family homes while those for multi-family homes declined nearly 15%.

The overall pullback in home starts was not surprising following January’s strong performance, according to Katherine Judge, economist at TD Economics. She noted single-family starts posted another gain in February and permits remain elevated relative to 2017, indicating that activity should continue at a brisk pace this year.

“Barriers to activity remain, however, including a continued labor shortage in the construction industry and a lack of buildable lots,” she said. “Additionally, tax reforms that cap the state and local tax deduction and lower the mortgage interest deduction will work to shift demand to lower-priced segments of the market. That won't alter the number of housing starts; however, the value per unit under construction is expected to decrease as a result.”

Consumer Sentiment Best Since 2004

Meantime, a preliminary report also released Friday showed consumer sentiment rose in early March to its highest level since 2004 due to a new all-time record favorable assessment of current economic conditions, according the University of Michigan Survey of Consumers.

All of the gain in the Sentiment Index was among households with incomes in the bottom third. In contrast, the economic assessments of those with incomes in the top third posted a significant monthly decline. The decline among upper income consumers was focused on the outlook for the economy and their personal finances.

Consumers continued to adjust their expectations in reaction to new economic policies, said Richard Curtin, the survey’s chief economist.

"In early March, favorable mentions of the tax reform legislation were offset by unfavorable references to the tariffs on steel and aluminum. Each was spontaneously cited by one-in-five consumers,” he said. “Importantly, near-term inflation expectations jumped to their highest level in several years, and interest rates were expected to increase by the largest proportion since 2004."

Curtin said these trends have prompted consumers to more favorably cite buying as well as borrowing in advance of those expected increases.

“While income gains are still anticipated, the March survey found that the size of the expected income increase returned to the lows recorded in the past year,” Curtin said. “Among the top-third income households, income expectations fell more and inflation expectations rose more, as these households account for more than half of all consumption expenditures. The data suggest that the relative lull in consumption in the first quarter may persist for another quarter.”

Germany-based logistics company DHL is targeting e-commerce demand in the U.S., announcing new technologies and delivery solutions for urban consumers.

The company’s DHL eCommerce unit launched DHL Parcel Metro, a new fast and flexible service for online retailers that meets consumers’ increasing demand for same-day and next-day delivery. The new service is now available in Chicago, New York and Los Angeles, and will be launched in Dallas, Atlanta, San Francisco, and Washington, D.C., later in the year.

Parcel Metro uses customized software that allows DHL eCommerce to create a “virtual delivery network” of local and regional contract couriers and crowd-sourced providers “to ensure maximum flexibility and capacity over the last mile.” Retailers can offer a fully branded suite of delivery options to their customers. Consumers can track shipments in real-time online, as well as communicate special instructions to their courier, reschedule a delivery, and rate their delivery experience.

The Wall Street Journal notes that DHL’s move could increase competition for both UPS and FedEx, pointing out that both companies have been raising prices aggressively to help cover the costs of surging residential deliveries. “A new, low-cost entrant to the market could make that more difficult.”

WSJ reports that DHL pulled back its U.S. express-delivery unit in 2008 after investing billions of dollars to challenge UPS and FedEx. DHL eCommerce, originally called Global Post, kept its U.S. presence after the broader DHL withdrawal and operates 21 warehouses. It has used those to focus on international parcel shipments, relying on the U.S. Postal Service to make the domestic deliveries from its warehouses.

“The DHL Parcel Metro solution provides a technology solution to the last mile opportunity,” said Charles Brewer, CEO, DHL eCommerce.” DHL Parcel Metro is part of a number of innovations we are actively implementing, including augmented reality glasses for greater pick accuracy, ‘follow me’ robots, and autonomous vehicles.”

DHL Supply Chain has introduced robotics – including LocusBots and Sawyer collaborative robots – and augmented reality glasses in warehouse operations to improve productivity in the fulfillment of customer orders. DHL Express has been piloting artificial intelligence in its customer applications to further enhance its customer service. The company says increased automation at hubs and gateways has led to a 10% increase in shipment processing accuracy, while its On Demand Delivery online service has increased the first-time delivery success for e-commerce shipments from 80% to 92%.

“Eighty-six percent of consumers associate delivery as part of their total online shopping experience, according to recent research. It’s therefore important for DHL to offer services that not only meet their needs, but do so in a highly consistent fashion,” said Lee Spratt, CEO, DHL eCommerce Americas.

American Trucking Associations has rebranded its annual May Leadership Meeting to offer a more inclusive experience on the trucking industry calendar, dubbed the Mid-Year Management Session.

The Mid-Year Management Session will be held May 20-23 at the JW Marriott Marco Island Beach Resort in Marco Island, Florida.

The Mid-Year management Session is being positioned as more inclusive than the outgoing event, similar to the ATA Management Conference and Exhibition held in the fall. ATA wants the event to show value to a wider cross-section of ATA members than the ATA Leadership Meeting it replaces.

“An important part of being a member of ATA is being involved in the association and coming together as an organization to get important advocacy updates, exchange information and network with customers and colleagues,” said Chris Spear, ATA president and CEO. “Our new Mid-Year Management Session will offer ATA members the opportunity to do all of these things and more.”

How the hours of service rules for truck drivers ever became a safety regulation is a question that has vexed many in the industry. The rules came into being in the 1930s as a combination of labor and economic regulation intended to bring some stability to the nascent trucking industry, and to protect workers from overly demanding employers. There were few rules to speak of at the time, and little was known scientifically about fatigue, sleep, driver performance, or crash causation.

The earliest regulations requiring rest for truck drivers, circa 1935, allowed drivers to work 12 hours within a 15-hour period while requiring nine hours of rest and three hours of breaks within a 24-hour day. That rule also established a weekly maximum of 60 hours on-duty over seven consecutive days. Sound familiar?

A few years later, organized labor petitioned trucking’s regulator, the Interstate Commerce Commission, for a reduction in the hours drivers were required to work, proposing an eight-hour daily limit and 48-hour weekly limit. The ICC, lacking any specific knowledge on the matter, asked the U.S. Public Health Service in 1938 to investigate truck driver hours of work. The resulting report was not very conclusive, but it did note, “... a reasonable limitation of the HOS would ... act in the interest of highway safety.”

The rules would not change substantially until 1962, when the ICC eliminated the 24-hour framework and replaced it with a rotation that allowed the driver to drive up to 10 hours within a 15-hour period before being required to take eight hours off. The net effect allowed the work/sleep rotation to slip to as short as 16 hours. This meant drivers could get across the country in fewer days, but they would find themselves with no hours left in their 60-hour, seven-day cycles within five or six days.

The split sleeper-berth provision was added in the mid-1960s, which allowed drivers to split their sleeper time into two periods. This meant some would log formerly “clock-running” on-duty time as sleeper time, regardless of whether they were in the sleeper resting or not.

By the late 1960s, as highways grew more crowded, the number of truck crashes was rising, and several safety groups began calling on government to do something to prevent the carnage. They claimed truck driver fatigue was at the root of many crashes and called for changes to the drivers’ HOS rules. This prompted the first scientific analysis of driver fatigue. Three studies would be conducted in the 1970s that did note a causal relationship between fatigue and truck crashes, but the results were not conclusive enough to justify changes proposed in 1979 by the U.S. Department of Transportation.

The HOS rules would remain fundamentally unchanged for almost 60 years until 1995, when Congress directed the DOT to establish a new set of HOS rules incorporating the latest scientific understanding of human fatigue and alertness. DOT published a new rule in 2003 that, again, merely tweaked the rule.

Those, and subsequent changes to HOS up to the present, have statistically done little to lower truck crash rates. While many in the industry complain that they did succeed in limiting trucking’s productivity and drivers’ ability to rest when they needed to rest, critics say the rule changes have not addressed the suspected problem of truck driver fatigue as it relates to crashes and to driver well-being.

Depending on which of the fatigue experts you believe, the various HOS rules developed over the past 80 years have increased driver fatigue while limiting opportunities for rest, have increased drivers’ alertness but could still be improved upon to reduce crashes, or, have done little to meaningfully reduce truck crash rates.

]]>HOS rules were created in 1930 and would remain fundamentally unchanged until 1995, when Congress directed the DOT to establish a new set rules incorporating the latest scientific understanding of human fatigue and alertness. http://www.truckinginfo.com/channel/safety-compliance/article/story/2018/03/where-did-the-hours-of-service-rules-come-from-anyway.aspxCommentary: What Do Dealer-Vendor Partnerships Mean for Fleets?http://www.truckinginfo.com/channel/aftermarket/article/story/2018/03/commentary-what-do-dealer-vendor-partnerships-mean-for-fleets.aspx
Thu, 15 Mar 2018 14:27:00 PSTDenise RondiniAlthough they aren’t the first dealership to do it, Steve Dupuis, COO of Summit Truck Group, believes dealers partnering with suppliers is likely to gain traction going forward.

Late last year, Summit announced a strategic partnership with Fontaine Fifth Wheel. Under the terms of the partnership, Fontaine will be the exclusive supplier of fifth wheels for all stock trucks ordered by Summit, and will also be the standard fifth wheel on retail sales, “unless the customer specified another brand,” Dupuis says.

The dealership’s management decided to “take a look at how we go to market and how we could leverage scale with Tier 1 vendors that share the same customer service philosophy and approach to business we do.”

He says the dealership decided to “strike a relationship that was a little more formal than the typical dealer Tier 1 vendor relationship.” Typically, Tier 1 suppliers have relationships with the truck OEMs, but not with the dealers themselves.

Dupuis says the dealership looked at how it could work with Fontaine to leverage economies of scale “to get better pricing, better warranty and some type of service agreement.”

Summit customers benefit from discounted prices with better service. “We have parts stocked at all our locations and have a preferred service agreement with Fontaine whereas if a fleet has a unit down, Fontaine will overnight parts, components and even a whole fifth wheel to us or the customer to get them up and running again.” Summit operates 27 full-service locations and five parts and service locations in eight states.

Basically the customers get “a better product, at a better price with better service,” Dupuis says. “Once we tell them the story, I think the vast majority of customers are going to see the benefit of these kinds of relationships.”

The benefit to Fontaine is more sales and increased market share. “It’s a win-win-win,” Dupuis says.

While the Fontaine partnership is the first one the dealership has with a Tier 1 supplier, it is not likely to be the last. Three to five additional partnerships are in the works, and Summit expects to make announcements about them later this year. “We want to partner with premiere vendors. We are not looking for cheap aftermarket solutions from lesser brands,” he says.

Dupuis, who began selling trucks in 1986, says that while dealerships have always had to adapt to change, he has never seen a time when there were so many potential changes coming to the market. In addition, the trend has been for dealers to get larger. He believes the industry is on the cusp of seeing more dealership mergers in the next three years. “OEMs have it on their radar screens, and we are about to enter a period of a lot of transfer of dealership ownership.”

The growth of fewer but larger dealership groups could be the catalyst for more of these dealer-vendor partnerships. As vendors realize that certain dealer groups control large portions of an OEM’s sales, Dupuis says, “vendors will be saying things like ‘This dealer controls 4,000 trucks and this dealer controls 10,000 trucks. I should talk to these guys.’”

Will fleets accept these types of relationships? Dupuis points out that in recent years, customers have adopted and accepted more vertical integration from OEMs. It could be that fleets will start seeing dealers as product experts as well and be accepting of these strategic partnership arrangements. Time will tell.

The advent of new technologies such as autonomous and connected vehicles has put over-the-road fleets squarely in the national spotlight. But vocational fleets face many of the same operational issues, and they, too, increasingly are turning to new technologies and options to work more efficiently and profitability.

Some industry observers believe it will be in vocational fleets where we’ll see the first real-world tests of vehicle-to-vehicle communication, self-driving trucks, self-diagnosing powertrains and other new technologies. Volvo, in fact, recently predicted that refuse trucks working at a walking pace in residential neighborhoods may well be the general public’s first exposure to self-driving trucks.

For now, many cutting-edge medium- and heavy-duty vocational fleets are looking to more established, and often less flashy new technologies, to help them work smart and profitably. And three of those trends are gaining momentum.

1. Increased emphasis on safety

Advanced vehicle safety systems have become a common spec for over-the-road fleets. Yet vocational trucks may need them even more, says Ralph LoPriore, director of fleet assets and processes for Stoneway Concrete/Gary Merlino Construction in Seattle. His mixers and dumps spend far more time in tight city areas surrounded by passenger cars than the majority of OTR trucks. And given the increased congestion in and around Seattle, along with his younger, less experienced team of drivers, spec’ing advanced safety systems for his fleet was a no-brainer.

“I’m really working hard today to try to get as many of the same safety features on my trucks the over-the-road guys are already getting,” LoPriore says. “I’d like to spec my trucks with active driving systems, automatic braking, tire pressure management systems, as well as side-looking vehicle detection systems and human detection systems — which I consider critical for our dump and mixers working on noisy, crowded jobsites.”

But there’s a problem: They’re not all available yet for vocational trucks. “Some of these you can’t spec from the OEMs, and others just aren’t available at all. It can be frustrating,” LoPriore says.

“The amount of requests we’re getting for collision mitigation systems and other active vehicle safety systems has really blossomed in the medium-duty space,” says David Hillman, vice president and general manager for International Truck’s vocational product line. He says vocational fleets typically work in much more dynamic, fast-paced environments than long-haul trucks. As a result, more fleets are recognizing the value these systems deliver.

“It can be hard to quantify an accident that never happens,” he says. “But it is easy to see how a year with fewer accidents affects your bottom line. And active safety systems help control other costs as well, such as missed work, healthcare and insurance costs, not to mention legal fees and settlements. So as this technology has matured, and the acquisition costs have gone down, spec’ing this equipment is an easy choice for a lot of construction and delivery fleets today.”

Safety also means keeping drivers healthy and productive, says Kurt Swihart, Kenworth marketing director for vocational trucks. He says more fleets are focusing on safety-oriented ergonomics to make vehicle ingress and egress safer and to reduce injuries. “That’s led to more options that give better step heights, step surface, and grab handles that prevent slipping,” he says. “These features are great additions to any truck, especially when you consider how often vocational drivers are in and out of their trucks all day long, in sloppy off-road conditions and in inclement weather.”

LoPriore has also changed his specs to address driver ergonomics. “When we sat down and looked at injuries on our end, it was always knees and shoulders for our drivers. And those injuries were taking a toll on our most experienced guys, who we really count on.”

Digging deeper, LoPriore discovered that drivers’ injuries were almost always the right shoulder and the left knee. “We had manual concrete chutes on the back of our mixers,” he says. “Those things were heavy. And flipping those up and out of the way day in and day out — sometimes for 30 years! — took a toll on the drivers’ right shoulders.”

And those knee injuries? “Of course we used to spec manual transmissions on our trucks,” he says. “But the drivers had to maintain constant pressure on the clutch pedal, which placed an incredible amount of strain on the left knee.”

So LoPriore changed his specs to automated concrete chutes and automated manual transmissions and was pleased to see medical costs and missed work caused by those issues fall accordingly. “I’m really happy we were able to fix those particular problems,” he says. “Because those are our guys who really know what they’re doing. We really depend on them and want to keep them healthy and happy as long as we possibly can.”

2. Automatic and automated transmissions

LoPriore isn’t the only vocational fleet spec’ing automatic and automated manual transmissions. In fact, the decline in popularity of the manual gearbox, in both medium- and heavy-duty vocational applications, has been every bit as sweeping as in heavy-duty OTR fleets.

“You see almost nothing but two-pedal trucks in medium-duty fleets today, compared to the standard spec a decade or two ago,” Hillman says. “And that’s because some medium-duty applications just cry out for automatic transmissions.” Especially for applications where driving is only part of the job, as in the case of fire/rescue vehicles or many private service fleets, “an automatic transmission gives them one less thing to worry about.”

Automated and automatic transmissions are becoming more and more popular with drivers of all experience levels, says Kelly Gerdert, director of product marketing for Freightliner Trucks and Detroit Components. She says new, less-experienced drivers typically take less time to train on automated transmissions, so they can get behind the wheel and producing revenue sooner without compromising safety. “Even older, more experienced drivers benefit from the convenience of automation by keeping their eyes on the road and reducing the distractions and fatigue typically associated with clutching and shifting a manual transmission,” she adds.

Although LoPriore cites driver health as a main reason for changing the transmission spec in his mixer and dump fleet, he’s quick to note other advantages. “Our drivers are just as inexperienced as long-haul drivers today,” he says. “And as we hired more rookies, our maintenance costs began to shoot up.”

But since going to Allison automatics a few years back, LoPriore says he’s never looked back. “No more burned-out clutches or broken axles,” he says, “and the dividends these transmissions pay just go on and on.”

LoPriore says he’s often asked how he can justify paying an upcharge of $10,000 for the units, but counters by saying he saves $30,000 per truck over their service lives. “We used to have to deal with at least three major clutch events over the life of a truck, and that didn’t include clutch adjustments, clutch brake replacements and other work.”

It’s a point Hillman makes, as well. “No one thought AMTs would move into heavy-duty vehicles — much less heavy-duty trucks engaged in construction, concrete or severe-duty applications,” he says. “And their market penetration has been remarkable and has happened in a very short period of time. But the take-rate for AMTs today wouldn’t be where it is if the reliability of those transmissions wasn’t where it is. They have proven to be remarkably tough units with little or no reported maintenance issues.”

3. New power options

Spec’ing vocational truck engines has become a more involved process than ever, thanks to bridge formula laws, the need to maximize vehicle payload, fuel prices, and even environmental concerns in certain parts of the country. Fortunately, fleets today have a wide variety of power options to choose from.

“When deciding on engine displacement, the duty cycle of the vehicle needs to be carefully considered,” Kenworth’s Swihart advises. “While 350 hp can easily be achieved with a 9L engine, it may not last as long in rigorous vocational conditions as a larger 11L or 13L engine.” Swihart says fleets that run their trucks continuously throughout a workday and use a power take-off (PTO) frequently may find larger-displacement engines are worth the additional weight and cost. On the other hand, fleets running trucks that are driven to and from jobsites and shut down once they arrive may find a smaller-displacement engine works just fine.

“Because there is no one-size-fits-all solution to determining the best engine choice for different vocations and duty cycles, we do not see a specific trend for smaller or larger engine displacements,” Gerdert says. And because there are so many different vocational applications to service, she says, Daimler Trucks North America’s Detroit division has focused on offering customers as many power ratings as possible in order to meet their needs, from the 210-hp Detroit DD5 engine up to the 600-hp Detroit DD16.

On the smaller end of the vocational scale, Kevin Koester, medium-duty truck and Super Duty fleet marketing manager for Ford, says he’s seen a definite move in smaller-displacement engines away from diesel to gasoline power. “We’re seeing growing numbers of customers expand the use of gasoline engines for applications that had previously been diesel dominant,” Koester says. “And those fleets are discovering that gas engines can perform very well, without the higher acquisition costs, emissions equipment and increased maintenance requirements of diesel engines today.”

There’s also the question of alternative fuels. Natural gas, for instance, has seen adoption in the refuse world, led by fleets such as Waste Management and Republic, and Chicago-based Ozinga is pioneering natural gas in ready mix.

And then, of course, there is the newest emerging power option in medium-duty: all-electric drivetrains. International last fall announced a joint project with Volkswagen to develop a line of medium-duty electric trucks and vans. “It’s hard not to look at the automotive landscape today and see that things once considered far-fetched are mainstream today,” Hillman says. “No one looks twice when they see a Tesla car on the street today. And nothing breeds success like success.”

Outside of their obvious appeal to fleets operating in areas with tough environmental regulations or for green-focused customers, Hillman says fleet managers experimenting with electric trucks and vans today are finding they have very few moving parts and corresponding low maintenance demands.

“We’re seeing the first efforts now to scale up automotive batteries to more powerful, longer-lasting units more appropriate for trucking applications,” he says, “along with sophisticated software and battery management systems to help the trucks run productively.”

Vocational trucks work hard in tough, crowded and dangerous environments. Given these demands, it’s not surprising those fleet managers are looking for any edge to give them an upper hand in their daily grind. And increasingly, it seems, they’re turning to modern technology to do exactly that.

The current waiver expires on April 19, and TRALA argues in its petition that the 90-day period was not enough time to address the issues that short-term rental fleets are experiencing. The extension would give rental vehicle owners, carriers and drivers more time to develop compliance strategies to deal with the unique issues related to ELD use in short-term rental vehicles.

TRALA believes that extending its waiver would not impact operational safety, because drivers would still be required to maintain hours-of-service compliance through paper records.

Short-term rental operators face unique challenges in complying with ELD requirements that are not common to other segments of the industry. Businesses that rent trucks to customers have to offer ELD options that work with a variety of different platforms. The complexity of the issue has made compliance a problem for rental fleets that the FMCSA previous recognized when it granted the original 90-day waiver.

The FMCSA is currently requesting public comment on the TRALA exemption extension application; comments must be received before April 12.

]]>Short-term truck rental operators are asking for more time from FMCSA to figure out a way to stay compliant with the ELD mandate. Photo: TRALAhttp://www.truckinginfo.com/channel/safety-compliance/news/story/2018/03/trala-requests-eld-exemption-extension-through-december.aspxKenworth Donates T680 to Award Honoring Veterans Who Become Truckershttp://www.truckinginfo.com/channel/drivers/news/story/2018/03/kenworth-donates-t680-to-award-honoring-veterans-who-become-truckers.aspx
Thu, 15 Mar 2018 12:40:00 PST

In association with Fastport and the U.S. Chamber of Commerce Foundation’s Hiring our Heroes initiative, the award promotes military veterans who have made the transition from the U.S. Armed Forces into a career in trucking. Around 200,000 service members transition out of the military into the private sector every year, and the program is part of an outreach to veterans informing them of career opportunities within the trucking industry, according to Fastport President Brad Bently.

“Kenworth recognizes the importance of our veterans, and the donation of our on-highway flagship Kenworth T680 ... is one way to thank them for their military service,” said Kurt Swihart, Kenworth marketing director. “We encourage those transitioning from military service to consider the trucking industry as their future career, and urge fleets in America to nominate their best drivers who have served to protect our country.”

The donated T680 Advantage is equipped with a 76-inch sleeper, Paccar MX-13 engine with 455 hp, and a Paccar 40,000-pound tandem rear axle.

The top driver will be determined by an expert panel of judges. To qualify, drivers must meet four eligibility requirements:

Must have been active military or member of the National Guard or Reserve.

Graduated from PTDI-certified, NAPFTDS or CVTA member driver training school, with a valid CDL.

Employed by a trucking company that has made a hiring commitment and pledge to hire veterans on the Trucking Track Mentoring Program website (www.truckingtrack.org).

First hired in a trucking position between Jan. 1, 2017, and June 30, 2018.

“Hiring Our Heroes helped more than 16,000 new veterans make the transition into trucking last year,” said Eric Eversole, U.S. Chamber of Commerce vice president and Hiring Our Heroes president. “The 2018 ‘Transition Trucking’ award campaign is another opportunity to highlight the impact veterans are making in the transportation industry and introduce a new generation of veterans to the real economic opportunity a career in trucking can represent.”

Volvo Trucks is expecting North American Class 8 truck sales this year to significantly exceed its current official projection of 280,000. “We think it will be significantly higher than that, though,” Magnus Koeck, vice president of marketing and brand management, told reporters this week during the launch of the revamped VNX severe-duty truck at its plant in Dublin, Virginia. Look for higher numbers when Volvo issues a quarterly report in April.

“We have a very, very strong market. It will be a good year, a good year to be in trucking,” he added.

Several factors are driving the strong numbers, including a healthy labor market, consumer spending that’s driving GDP higher, and a rebound in the manufacturing sector.

“Overall, conditions are quite good,” he said. Some “moderate” expansion in manufacturing is expected into this year, he explained, as well as a slight increase in construction.

“Timing wise it couldn’t be better for us,” Koeck added, referring to Volvo's new product line, including the VNL and VNR announced last year, and now the revamped VNX. It also recently improved its VHD vocational model.

The last of the company’s legacy products was produced a couple of weeks ago.

Volvo enters the strong market with a broader product portfolio than the past, too.

The company is well known in the long-haul segment, which last year accounted for 42.7% of Class 8 sales in the U.S. and Canada. Koeck is looking for 45% growth in the long-haul market this year.

Regional haulers accounted for just under 29% of the truck sales. And reception of the regional-hauling VNR has been “overwhelming,” he added of the model unveiled last year. “Way and above what we thought.”

Heavy-haulers account for 8-9% of the Class 8 market in the U.S. and Canada. “It’s a high-profile segment,” Koeck said. “We are taking a further step into that segment, which will strengthen our position as a brand.”

]]>Volvo Trucks&#39; Magnus Koeck talks truck sales. Photo: Today&#39;s Truckinghttp://www.truckinginfo.com/channel/equipment/news/story/2018/03/volvo-trucks-projects-very-strong-class-8-truck-sales.aspxCommentary: More on the Electric Truck Option — From a Century Agohttp://www.truckinginfo.com/channel/fuel-smarts/article/story/2018/03/commentary-more-on-the-electric-truck-option-from-a-century-ago.aspx
Wed, 14 Mar 2018 15:15:00 PSTRolf LockwoodThe recent surge of interest in electric trucks is definitely not a new and modern thing. Did you know that in 1930, there were more than 100 U.S. companies manufacturing electric and hybrid commercial trucks?

There was certainly some mighty interesting technology on offer back then. Like a fascinating machine that’s for sale on Craigslist in Los Angeles as I write this in early February. It’s a 1912 C-T electric truck, a 5-ton, four-wheel-drive Model A10 that was produced by the Commercial Truck Company of Philadelphia. It worked for 52 years at the Curtis Publishing Company before being retired in 1964. It’s complete, unrestored, and it still runs!

Just $39,900 and it’s yours.

Let me quote from the ad, which apparently drew copy from the American Truck Historical Society...

“The 105-year-old battery-powered electric truck is driven by four 85-volt, 10-amp GE electric motors, one at each wheel, each producing 16 hp. When new, the truck operated for 22 hours on a single charge, traveling at an average of 10 mph, and could be recharged in as little as two hours. However, some operators maintained a charged set of interchangeable batteries to further extend service hours.

“The battery compartment consists of nine battery trays. Each of the original-equipment lead-acid batteries measured 8 inches wide by 14 tall and 60 long, and weighed approximately 500 pounds, producing 10 volts. Five modern-day 12-volt batteries may be substituted for each of the original 5-foot-long units (total: 45) which together produced 90 volts, and the vehicle may easily be moved using only one, two, or three modern 12-volt batteries.”

Curtis bought 10 of these trucks in August 1912, but the fleet would later total 22. A couple of them were used to haul coal from the railway yard to the printing plant. The other 20 were used to carry rolls of paper from the railway station to the plant, where they were loaded with magazines, like the Saturday Evening Post and Ladies Home Journal, for delivery to the post office and to local newsstands.

Amazingly, Curtis kept these trucks in continuous operation from 1912 to 1964. Once the batteries were completely depleted (it took 10 years), they were then rebuilt versus being replaced, and there were several rebuilds during their 50 years in service. And as the story goes, the trucks were only twice held for repairs for more than two hours.

The publishing outfit used a very efficient three-point relay system to make the most of their fleet, the Craigslist ad goes on...

“It took a very long time to manually load and unload 10 tons of cargo [the trucks were consistently overloaded], so a single driver would haul outgoing magazines from the printing plant to the post office and pick up an empty truck waiting there, then drive that truck to the railway depot and leave it for loading, picking up a third truck already loaded with paper rolls for delivery to the printing plant.

“During rush periods, the trucks and drivers worked for 12 to 14 hours per day. In extreme cases, one truck would shift drivers and batteries every six hours, operating 48 consecutive hours, hauling as much as 661 tons in a single day.”

A collision avoidance system might have prevented or lessened the severity of a 2016 crash between a tractor-trailer and an SUV that killed six people and injured five, according to a new report from the National Transportation Safety Board.

NTSB says its report on the crash illustrates the need to implement 15 safety recommendations associated with the NTSB’s Most Wanted List of transportation safety improvements for fatigue, occupant protection and collision avoidance.

A seven-passenger sport utility vehicle, with a total of 11 occupants, was struck from behind by a tractor-trailer on I-70 near Goodland, Kansas, June 29, 2016, at about 2:15 a.m. Survivors of the crash said they believed the SUV was traveling near the posted minimum speed limit of 40 mph. Engine data on the tractor-trailer showed it was on cruise control traveling near the posted maximum speed limit of 75 mph at the time of impact.

The truck was operated by Precision Truck Lines Inc. and occupied by a 27-year-old male driver with three years of experience, on his second trip for the company. The truck driver took evasive action by applying the brakes and steering to the left, when he was about 100 feet away from the SUV. The investigation found that more than half the driver’s logbook entries were inconsistent with other documentation, and there is evidence that after working a daytime schedule the week before the crash, he inverted his sleep/wake schedule on this trip and was driving through the night and apparently had gotten no more than five hours of rest during the 21.5-hour-long period before the crash occurred.

Precision Truck Lines was issued an unsatisfactory safety rating after a compliance review following the crash, and eventually its operating authority was revoked.

The NTSB determined that the truck driver’s failure to take effective action to avoid the crash, due to his fatigue and his surprise at encountering the slow-moving SUV, led to the crash. The SUV driver’s decision to continue traveling at a reduced speed on the highway without the use of flashing hazard lights also contributed to the crash, and the overloading of the seven-passenger SUV and the lack of a collision avoidance system on the truck contributed to the severity of the crash.

“The causal and contributing factors to this tragic and completely preventable crash demonstrate why the issues of fatigue, occupant protection and collision avoidance are on the NTSB’s Most Wanted List of Transportation Safety Improvements,” said Rob Molloy, director of the NTSB’s Office of Highway Safety. “In this crash, a collision avoidance system, especially one capable of automatically applying the brakes, might have prevented this accident or at least lessened the severity of the crash.”

The 2016 Volvo truck involved in this crash was prewired for the Bendix Wingman Fusion collision mitigation system, but the carrier had not opted to buy it.

For years, the NTSB has been advocating for increased implementation of collision avoidance technologies. Reducing fatigue-related crashes is also a major advocacy issue for the board. Both items are on the 2017–2018 NTSB Most Wanted List.

]]>The truck after the crash. The NTSB said the driver may have been fatigued, and that collision avoidance/collision mitigation technology could have prevented or reduced the severity of the crash. Photo: NTSBhttp://www.truckinginfo.com/channel/safety-compliance/news/story/2018/03/ntsb-says-fatigue-a-factor-in-2016-truck-crash-renews-call-for-collision-avoidance.aspxELD Rule: Three Paths to Compliancehttp://www.truckinginfo.com/channel/elds-time-to-comply/article/story/2018/03/eld-rule-three-paths-to-compliance.aspx
Wed, 14 Mar 2018 13:32:00 PSTDaryl Lubinsky

Years in the making, the electronic logging device (ELD) regulation — which requires the transition from paper to electronic logs to comply with hours-of-service (HOS) and records of duty status regulations — is finally in practice. For many small fleets, especially those for which fleet duties comprise only a portion of their job functions, the path to compliance has been an ongoing challenge.

Driver acceptance was one issue for Hi-Lite Airfield Services LLC, a nationwide airfield maintenance contractor. “In this day and age, people don’t like change,” says Desirae Woodside, DOT clerk for Hi-Lite who oversees the company’s 55 trucks.

Woodside adds that the change was especially challenging for several older drivers, some who still used flip phones. Some of those drivers mentioned that they might let their commercial driver’s licenses (CDLs) expire and choose a different profession because of the change. So what is the status of those Hi-Lite drivers today?

“Well, we didn’t have anyone turn in their CDL,” Woodside says, adding that one elderly holdout now appreciates being able to go home sooner due to reduced paperwork.

The company’s ELD vendor, Gorilla Safety, held training sessions and worked closely with the drivers to get them comfortable with the system. Woodside says that made a big difference with the drivers.

Geotechnology, Inc. has also been working collaboratively with its ELD vendor to meet the challenges of compliance.

Jim Howe is vice president, exploration, for the St. Louis-based engineering and environmental services company. Howe oversees about 45 vehicles that use the Geotab Drive ELD system, along with 95 other vehicles that are exempt from ELD mandates. The company had used an automatic onboard recording (AOBR) device system since 2013, but Geotechnology phased it out in favor of Geotab Drive soon after the ELD rule came into play.

Geotechnology’s transition from paper logs to AOBR was unrelated to the ELD mandate, but when company officials learned around 2015 that the ELD mandate was imminent, they decided to transition to Geotab Drive.

Through its relationship with Enterprise Fleet Management, the business had already implemented Geotab’s telematics system in a portion of its fleet — and was receiving other benefits from telematics, such as analyzing engine malfunctions and evaluating driving habits. “Safety and how vehicles are behaving in public view, those are huge things in our market,” Howe says.

Technology products company Toshiba had a similar experience working with its ELD provider, FleetUp, to comply with the ELD mandate. Steve Tungate, Toshiba vice president and general manager of service, supply chain and innovation, chose the system to “comply with DOT (regulations) and our policies, and for the cost benefit of the solution itself.”

He explained that the company drivers are computer technicians who “also put on a driver hat.” He wanted an ELD product that “was easy to install, easy to use, and easy to monitor.”

A look at these three companies provides a sample of how small fleets have gone about choosing and implementing ELD products, instructing drivers, and dealing with enforcement and other issues in integrating compliance into their business processes.

Choosing an ELD Provider

Woodside of Hi-Lite Airfield Services worked with an internal committee formed for the purpose of choosing an ELD system. The committee talked to about 15 ELD suppliers and narrowed it down to three after about a month and a half before deciding on Gorilla Safety. One concern was longtime viability of the ELD suppliers. “Some of these small companies can go broke,” she says.

In choosing an ELD vendor, the committee wanted a reasonable price, a company that would treat Hi-Lite as well as it treated its bigger customers, and one that worked well with Hi-Lite’s duties of moving vehicles around airports. Committee members looked for “portability, customer service, and price,” she says.

Hi-Lite’s business necessitated a particularly tricky HOS need to be fulfilled by its vendor — to not only capture highway miles, but also operation of trucks when they’re striping runways. Gorilla Safety worked with Hi-Lite, Woodside says, to identify those striping applications as “yard moves” that don’t count toward driving time.

Howe of Geotechnology says his company chose Geotab Drive partly because of its low entry cost, incentives on the hardware, and his company’s existing relationship with Enterprise Fleet Management. “It made for a comfortable situation,” Howe says. “I had an ally in this negotiation if I didn’t get something I was expecting.”

For Howe, ongoing system support and updates are essential. Geotechnology’s business is able to take advantage of a specific HOS exemption for water well drilling, and Howe is working with Geotab to build that functionality into the Geotab system. “I want (a system) that’s going to change as the technology and the regulations change,” he says.

Geotab Drive also handles fuel tax reporting. “That can be a very onerous task for our drivers and our supervisors and accounting people,” he says. “We like the electronic solution to minimize that.”

In addition to compliance, Toshiba chose FleetUp to take advantage of its fleet management services platform and because the company developed a good working relationship with one of FleetUp’s regional sales managers.

“Six months before the ELD mandate, I became a very popular guy,” says Tungate, regarding the flood of contact from ELD providers. While he had made contact with FleetUp early on, Tungate did a side-by-side analysis of other solutions as they came to him.

Another deciding factor was that other providers couldn’t commit to getting the devices into the Toshiba fleet in a reasonable time to meet the deadline, Tungate says.

Implementing ELDs into Your Fleet

For Geotechnology, system implementation and training have been smooth. With familiarity of the previous AOBR system, drivers were familiar with the language, Howe says, and found the new system easier to use and understand. Training for the four offices took less than two weeks, compared to six months for the old system.

“There’s always supervision and follow-up and coaching guys who may not be getting it the way they need to, but we were up and running pretty quickly this time,” Howe says.

Geotechnology drivers access the Geotab Drive system through a 7-inch tablet inside their vehicles. The driver can log in, log out, and do pre-trip and post-trip inspections using their smart phones if they wish, but the company relies on the tablet to serve as the vehicle’s record of operation. The user interface is intuitive, providing easy interaction for drivers, Howe says.

Woodside is still getting used to the change in auditing electronic logbooks compared to paper, where she would lay out the books in front of her. “I had my routine, and my routine doesn’t work anymore,” she says. “But it will get easier.”

Further, if the drivers send in a digitally signed log book and then realize they have made a mistake, FMCSA rules require that only an administrator can correct the change.

Toshiba held several webinars and conference calls with drivers and managers leading up to the December deadline for the new rule. FleetUp sent instructions to those employees and set them up with the system.

During implementation, Toshiba’s focus was to ensure that the tool was user friendly. Some Toshiba drivers started with applications on cell phones and then migrated to mounted tablets, while others kept the cell phone app, Tungate says.

Tungate expected driver pushback against complying with the rule, but he did not see much. Some managers and drivers thought the system would have too much of a “big brother” feel to it, but they actually appreciated it, he says. In fact, in some Toshiba markets, teams are now sharing best practices with each other.

Toshiba is also using the ELD system as a method to track and manage its vehicle inspection checks, monitor driver behavior, and identify areas in which it can improve fuel economy or use assets more efficiently.

“From a corporate perspective, we like it because we get to see everything,” Tungate says. “We get to see assets that are not utilized potentially as much as they should be, and we get to see assets that are being well-used to help us in our overall fleet management processes.”

After installation of the system, Tungate sees his role as being an auditor of compliance, from a driver perspective and also of the FleetUp system. “We’re simply providing (drivers) the tools to help them complete their duties,” he says.

The mandate created a sense of urgency for Toshiba to review various fleet processes, Tungate says, and to look into the wider benefits of a telematics system. “We agreed if we’re going to go this route, we might as well get everything we want.”

Working Together to Stay Compliant

As of early February, only two Geotechnology drivers had gone through full Department of Transportation (DOT) inspections, and both passed. One new driver was warned for not meeting the requirement to have seven blank paper logs with him. The driver drove down the road and picked up the new forms.

With so many available compliance solutions and a few methods to comply, fleet operators are finding that inspectors are going through their own learning curve. Woodside says that while drivers are putting the system to practice on the road, they need to be patient with enforcement officers as well. “It’s going to take all of us working together,” she says.

Shannon McLeroy, COO of Gorilla Safety, has conducted ELD seminars for DOT officers and has also accompanied clients during inspections. The education can be granular: Some officers asked drivers to print out loss forms, not knowing that the FMCSA accepts emailed forms. “The biggest key has been education on both sides,” he says.

During this learning process, the FMCSA has given fleets a reprieve until April 1, 2018. Until that point, violators would not be put out of service, nor would violations affect their CSA scores.

Switching from paper to electronic logs was the hardest part of the transition, McLeroy says, but a needed one.

The ELD rule was implemented to mitigate the gray areas that allowed drivers to work more hours than they should, drive with less-than-adequate rest, and cause accidents. McLeroy predicts early data on the new rule will show a reduction in accidents and fatalities as a result of eliminating the gray areas.

With electronic logs, “There are no gray areas anymore,” he says. “It’s all black and white.”

For all the technology coming into trucking today, the trucks themselves still lead hard lives and have to be built tough. And no truck has it harder than those special machines destined for heavy-haul and other severe-service applications.

Volvo’s new VNX heavy-haul tractor is a perfect example of the trend to blend cutting edge tech with tough. It’s a truck that leverages all of Volvo’s latest technologies, such as advanced telematics and over-the-air powertrain updates, with an incredibly robust frame, high-horsepower diesel engines, and a whopping 125,000 GCWR.

The new VNX is the last of a trio of new truck launches that Volvo began last year with the rollout of the VNR regional-haul tractor, followed closely by the VNL long-haul tractor. The VNX clearly shares the same design DNA as its two stablemates — both inside and out — but in a beefier, more robust package. It’s a truck with modern, aerodynamic lines that is as home on a sloppy jobsite as it is hauling a fully laden B-train up a steep, twisting mountain highway.

The VNX is being offered initially as a tractor only, in 3 different models: a day cab, a flat-roof, and a mid-roof/sleeper configuration. The official VNX launch took place on March 14 at Volvo’s new Customer Center in Dublin, Virginia, on the heels of a freak snowstorm followed hard by a brutal cold snap. All of the trucks were decked out in a deliciously malicious black-on-black paint scheme that really popped against the deep snowbanks flanking the test track looping around the back portion of theVolvo Customer Center property.

Thanks to the sharply slanted nose and the aerodynamic lines it shares with its stablemates, the truck doesn’t seem much larger than a VNL or VNR at first glance. But, as you walk closer, you realize that it has a much broader, wide-shouldered stance punctuated by a stout, reinforced front bumper and frame rail capable of towing 60,000 pounds and wide front fenders, carefully sculpted to help keep mud and spray away from the steps leading up into the cab. It also boasts a higher ground clearance to help the truck deal with obstacles in off-road working conditions.

If you’ve had the chance to drive either a new VNL or VNX, then you’ll feel right at home sliding behind the steering wheel of a VNX tractor. Standard features include Volvo’s slick, infinitely adjustable “Position Perfect” steering wheel, ergonomic dash and instrument layout, comfortable seats, and ample storage spaces. Views down the nose of the truck are outstanding, as are views to the rear using both the standard door-mounted, and hood-mounted hockey stick mirrors.

A B-Train on the Track

You can spec a new VNX with an Eaton heavy-duty manual gearbox if you like. But all the demo trucks on the test track the day I drove were fitted with either the Volvo I-Shift or Eaton UltraShift heavy-duty automated manual transmission. Volvo has been working its I-Shift AMTs hard in vocational applications in Europe for almost two decades now, and company engineers were quick to note that this latest version in the VNX features crawler gears to aid in moving heavy loads precisely at slow speeds while still delivering optimal fuel economy and performance when the throttle is kicked in at highway speeds. The I-Shift’s fully integrated engine brake is also a nice touch, particularly when it’s time to slow down the heavy loads the VNX excels at hauling.

Under the hood, you’ve got a couple of choices, starting with Volvo’s D13 diesel engine, which churns out 500 horsepower and 1,850 lbs.-ft. of torque, or a Cummins X15 Performance Series engine, with horsepower options ranging from 505 to 605. I drove both engines around the test track, and both delivered impressive low-end power that easily got the heavily loaded trucks moving surprisingly fast. And, as with the VNR and VNH, Volvo designers have worked hard to make sure both engines are amazingly quiet inside the cab all through their respective power curves.

I’d only driven a Canadian-spec B-train once, years before, and it was a pretty miserable experience. So I was curious to see how a Cummins X15 and UltraShift equipped VNX would handle it in comparison — and I wasn’t disappointed. The 565-horsepower Cummins easily got the 115,000 lbs of timber behind me up and moving quickly, and the UltraShift Plus handled all the shift points easily with absolutely no parasitic loss of power.

Given the size and weight of the loads we were hauling, public roads were a no-no during our day with Volvo. And due to ice and snow on the ground, we weren’t allowed to get up much more than 35 or 40 mph on the test track. But, even within those limited operating parameters, it was obvious that the VNX handles crisply and is more than capable of getting a severe-service payload up and moving quickly, and keeping it moving efficiently once you got up to road speeds. To be honest, the truck accelerates so smoothly and effortlessly, it’s not an exaggeration to say that you wouldn’t know right off that you had a B-train and 115,000 pounds behind you if you didn’t know it when you climbed up into the cab.

All told, the Volvo VNX is a thoroughly modern truck that is big, robust, powerful, and nimble. Up in the cab, it’s comfortable, quiet, and safe. These are all key features that Volvo engineers have been cooking into their truck designs for decades now. So it’s no surprise to see first-hand how well their new heavy-haul tractor performs on all these fronts.

Kenworth has made the T680 available for order with a combination of the Paccar MX-11 engine and the new Paccar Automated Transmission, designed for linehaul and regional haul applications up to 110,000 pounds GVWR.

The MX-11 engine offers up to 430 horsepower and 1,650 lbs.-ft. of torque and is lighter that a comparable 13 liter engine, according to Paccar. The Paccar Automated Transmission is also lighter than comparable transmissions by as much as 105 pounds, to allow for greater payloads and has good low-speed maneuverability.

The Paccar transmission features extended maintenance with a 750,000-mile oil change interval. The clutch is designed to be maintenance free and features an internally routed electrical system that minimizes exposure to the elements. It also features a fluid pressure detection system that protects the gears from low fluid conditions.

The Paccar transmission is paired with Kenworth’s new column-mounted shifter that places gear selection and engine brake controls at the driver’s fingertips for better ergonomics and improved performance. The shifter position on the steering wheel column also frees up dash space by eliminating engine brake control switches.

The 12-speed Paccar Automated Transmission is also available with the Paccar MX-13 engine rated up to 510 horsepower and 1,850 lbs.-ft. of torque and Paccar tandem rear axles to maximize Paccar powertrain efficiency and driveability.

]]>The Kenworth T680 on-highway flagship is now available for order for the first time with the combination of the Paccar MX-11 engine and the Paccar Automated Transmission. Photo: Kenworthhttp://www.truckinginfo.com/channel/equipment/news/story/2018/03/kenworth-t680-available-with-mx-11-and-paccar-automated-transmission.aspxTrucking Moves America Forward Doubled Media Presence Last Yearhttp://www.truckinginfo.com/channel/fleet-management/news/story/2018/03/trucking-moves-america-forward-doubled-media-presence-last-year.aspx
Wed, 14 Mar 2018 10:43:00 PST

Trucking Moves America Forward has reached over a hundred million people through a combination of billboards, trailer wraps, industry events, and media appearances, the industry organization recently announced.

The organization, which seeks to highlight the importance of the trucking industry in the everyday lives of Americans, marked its four-year anniversary. It was launched in March 2014 at the Mid-America Trucking Show. The group detailed the movement’s efforts to humanize and personalize the trucking industry while promoting its economic importance to the nation.

In 2017, TMAF surged forward with its public outreach, hitting some pretty impressive numbers. The organization said it generated 17.4 million billboard impressions and reached 26.6 million radio listeners during National Truck Driver Appreciation Week alone.

It also worked through the media and said it earned 54 stories and 12 op-eds in national, beltway, and local publications leading to 83.9 million media impressions, more than double the reach of the previous year. This included appearances on cable networks like Fox News and Fox Business News.

Social media expansion was also important for the group, which grew its audience to 13,500 followers on Facebook and 3,600 followers on Twitter. It also made strides on the photo-sharing social network Instagram, growing 102% to 380 followers.

TMAF will release its Annual Report, titled “The Many Faces of Trucking” at this year’s MATS.

“Through our public relations, social and digital media, marketing efforts, and more, TMAF continues to grow and gain even more support throughout the industry and public,” said Kevin Burch, co-chairman of TMAF and president of Jet Express. “We’re excited to share our progress in our 2017 Annual Report, and we’re looking forward to continuing to share our message nationally on trucking’s significant and positive contributions to America.”

Elisabeth Barna, co-chair of TMAF and COO and executive vice president of the American Trucking Associations, said that TMAF has reached its funding goal for the fourth straight year, raising $1.1 million in revenue and support. TMAF’s goal was to raise $5 million in its first five years.

Perhaps the most visible symbol of TMAF’s outreach is its trailer wrap program. It sold 184 trailer wraps in 2017. Last year’s campain featured new designs sporting fresh fruits, sporting goods, and other items to show how trucking moves common goods every day. The trailer wraps act like moving billboards and TMAF said that a single one can generate up to 16 million impressions.

Trailer wraps are sold for $2,300 and cost $800 for installation, which TMAF said can be accomplished in as little as six hours on site.

TMAF offers free materials for fleets or other trucking industry companies to do their own outreach. This includes videos, images for social media, advertising for radio, and sample speeches, available through the TMAF website. The group also offers a fact sheet that directs interested trucking industry members on how they can take advantage of these resources and the eight things they can do to promote TMAF within and outside of their organizations.

TMAF also issued a call for model drivers and workers within the trucking industry to feature them in an upcoming outreach campaign called Meet the Trucker.

TMAF mascot Safety Sammy, a cartoonish anthropomorphic truck, was also debuted last year and is scheduled to make its first official appearance at this year’s MATS. Safety Sammy will be available during the start of each show day at the Red Eye Radio booth and stage and will make his way around the show floor, stopping at several booths to greet attendees and take pictures.

“As MATS approaches and we celebrate our fourth anniversary, it’s amazing to think of how much progress we have made since inception,” said Burch.

]]>Trucking Moves America Forward continued to expand its outreach in 2017, to help get the word out on trucking&#39;s importance in the U.S.http://www.truckinginfo.com/channel/fleet-management/news/story/2018/03/trucking-moves-america-forward-doubled-media-presence-last-year.aspxVolvo Trucks VNX-Series for Heavy Haul [Photos]http://www.truckinginfo.com/channel/equipment/photogallery/detail/2018/03/volvo-trucks-vnx-series-for-heavy-haul-photos.aspx
Wed, 14 Mar 2018 09:27:00 PSTVolvo Trucks' new VNX series was designed specifically for the needs of heavy-haul trucking operations. Available with up to 605 hp and 2,050 lb.-ft. of torque, the Volvo VNX series is available in daycab, flat-roof regional sleeper, and 70-inch sleeper configurations.

]]>Available with up to 605 hp and 2,050 lb.-ft. of torque, the Volvo VNX series is available in three cab configurations. Photo: Volvo Truckshttp://www.truckinginfo.com/channel/equipment/photogallery/detail/2018/03/volvo-trucks-vnx-series-for-heavy-haul-photos.aspxSpot Flatbed Rates Continue Increasing as Vans, Reefers Remain Stablehttp://www.truckinginfo.com/channel/fleet-management/news/story/2018/03/spot-flatbed-rates-continue-increasing-as-vans-reefers-remain-stable.aspx
Wed, 14 Mar 2018 09:19:00 PST

Flatbed load availability and rates made big gains and the flatbed load-to-truck ratio hit a new record during the week ending March 10, according to DAT Solutions and its network of load boards, while a separate report for last month showed a drop in rates but they remained above year-ago levels.

The number of flatbed load posts increased 10.8% while truck posts dipped 1% compared to the previous week. There were 88.5 available loads for every flatbed truck posted on DAT load boards, up 11%. It was 61.8 a month ago and below 30 in November.

Flatbed freight includes construction materials, machinery, and other heavy loads. The national average flatbed rate was $2.50 per mile, 11 cents higher compared to the previous week and compared to $2.30 per mile three weeks earlier. All reported weekly rates include fuel surcharges.

Houston was the largest market in terms of outbound flatbed freight volume. The number of available loads in Houston jumped 11.4% and the average outbound rate was up 6 cents to $2.70 per mile.

Meantime, in the van sector, after two weeks of rising volumes, the number of loads slipped 0.6% last week while truck posts increased 3.1%. The result was a mostly neutral week in terms of rates, as the national average spot van rate was $2.14 per mile, unchanged for the third straight week. The van load-to-truck ratio was down slightly to 6.8 loads per truck.

Reefer load posts increased 4% while truck posts increased 5%. That caused the national load-to-truck ratio for reefers to decline from 10.6 to 10.5 loads per truck. The national average reefer rate held steady at $2.40 per mile for the second week in a row.

During this time period the national average retail prices of diesel fell 0.3% to $2.98 per gallon.

DAT North American Freight Index Posts February Drop

This followed the release earlier in the week of a report from DAT that showed spot truckload freight volume and rates declined seasonally in February, which is typically the slowest month for freight.

The DAT North American Freight Index fell 14% compared to January but this was the second-strongest February in 20 years. The index of available loads rose 62% compared to February 2017.

The national average spot van rate was $2.13 per mile in February, down 11 cents compared to January but 52 cents higher than February 2017.

At $2.42 per mile, the national average spot reefer rate was 22 cents lower month-over-month but 56 cents higher compared to February 2017. The spot rate for reefers exceeded the average contract rate for the sixth consecutive month, indicating extraordinary pressure on reefer capacity nationwide, according to DAT.

The national average flatbed spot rate was $2.36 per mile, 1 cent lower than the January peak, but 40 cents higher year-over-year. The spot rate for flatbeds matched the average contract rate in February.

Increased volume at the end of the month and the first few days of March signaled an early start to the spring freight season, according to DAT.

“We expect rates to rebound well before the end of March,” said DAT Industry Analyst Mark Montague. “The end of the month and quarter coincide with Easter weekend as well as the start of the full penalty phase of the Electronic Logging Device (ELD) mandate on April 1. Shippers will want to move freight ahead of these key dates, and the additional demand will intensify the strain on capacity, driving rates up.”

Referenced rates for the monthly index are based on $45 billion of annual transactions with DAT, that include fuel surcharges, but not accessorials or other fees.

]]>http://www.truckinginfo.com/channel/fleet-management/news/story/2018/03/spot-flatbed-rates-continue-increasing-as-vans-reefers-remain-stable.aspxEconomic Watch: Retail Sales Down Again, Inflation in Checkhttp://www.truckinginfo.com/channel/fleet-management/news/story/2018/03/economic-watch-retail-sales-down-again-inflation-in-check.aspx
Wed, 14 Mar 2018 09:02:00 PSTRetail sales in the U.S fell for the third straight month in February, according to new government numbers, pointing to slower economic growth in the first quarter. Separate reports about inflation showed it cooled at both the retail and wholesale levels.

The Commerce Department reported Wednesday that retail sales slipped 0.1% last month, while January’s performance was revised upward to a 0.1% drop from a 0.3% decline. However, last month’s performance marked the first time since April 2012 that retail sales fell for three straight months.

This latest performance was well short of analysts’ expectations of a 0.3% increase for February. Despite the month-over-month drop, retail sales increased 4% over the past year.

So-called “core retail sales,” which exclude autos, gasoline, building materials and food services, moved up 0.1% in February following no change in January.

“Month-to-month comparisons don’t tell the whole story because of seasonal adjustment factors, but the three-month moving average and other year-over-year numbers are better indicators that reflect how sales are really increasing,” said National Retail Federation Chief Economist Jack Kleinhenz. "It’s still too early to draw conclusions about the impact of tax cuts, but extra money in shoppers’ pockets should help as the year goes forward. With consumer confidence and employment growing, economic fundamentals are favorable for spending to expand in the coming months.”

The three-month moving average was also up 4.4% over the same period a year ago. The NRF is forecasting 2018 retail sales to grow between 3.8% and 4.4% compared to 2017.

Analysts at Wells Fargo Securities sounded a similar note: “We remain positive on the consumer this year, even though the first look at consumption in January and February was not what we were expecting.”

It pointed out that consumer confidence surged in February to levels not seen since late 2000, primarily driven by the strengthening job market.

“However, the biggest risk facing consumers is higher inflation, which has the potential to erode purchasing power and keep consumers on the sidelines,” Wells Fargo said, but it noted the new numbers prices appear to be in check.

Retail, Wholesale Inflation Ease a Bit

A Labor Department report released Tuesday showed consumer prices rose 0.2% in February from the month before. The rate is the same when volatile food and energy prices are excluded.

The result was a 2.2% increase in the overall Consumer Price Index (CPI) over the past year, up slightly from January’s year-ago level. It was unchanged at 1.8% when food and energy prices are excluded.

The new figures follow the CPI posting a January hike of 0.5% from the month before, its biggest gain in four years, which raised concerns the U.S. might be in danger of seeing increased long-term inflation.

TD Economics pointed out this report does not does not include the inflationary impact of steel and aluminum tariffs that are set to come into force in the coming days. It estimates the tariffs could push CPI inflation highery by about 0.1 percentage point. “Beyond tariffs, the depreciation of the U.S. dollar also looks to be starting to show up in higher prices for core goods," said Leslie Preston, TD senior economist. "This trend should also contribute to higher core inflation in the coming months, alongside increased government spending which is also expected to raise inflationary pressures.”

She said this also raises a question for the Federal Reserve: If inflation is not rising, but how the forces of tax cuts, spending increases and now tariffs will lift inflation, how quickly the Fed should raise interest rates in response?

“For now, we are comfortable with our view for three [interest rate] hikes this year. But, there is certainly an upside risk to this view, with so many upward forces at play,” Preston said.

Wholesale Prices Increase

Meantime, prices at the wholesale level increased 0.2% in February from the month before, according to a separate Labor Department report, as analysts were expecting a 0.1% rise, following a 0.4% hike in January.

This pushed down the annual rate of increase in the Producer Price Index (PPI) to 2.8% from 3.1% in January.

Excluding food and energy costs, the core PPI also rose 0.2% in February and increased 2.5% over the past 12 months. That was than an expected increase, but still the highest since February 2012. At 2.5%, this is the seventh consecutive reading above 2%.

A similar conclusion can be drawn from the producer price report as it was in yesterday's consumer price report, according to Stifel Chief Economist Lindsey Piegza: While headline inflation continues to run relatively on target, core inflation continues to evade the Federal Open Market Committee's 2% objective.

“From the more hawkish perspective, the persistent ‘strength’ in the headline should bolster the argument to continue to move ahead with additional rate hikes. However, the lack of momentum in the core [rate] will also heighten the argument among the more dovish members that the Fed should remain cautious with no sense of immediacy to hike rates,” she said. “The lack of broad-based price pressure reinforces the lingering skepticism that some officials expressed in January as to the directional trend in prices.”

At this point, according to Piegza, a March rate hike is priced into the market, as it has been since Fed Chair Yellen’s press conference back in December of last year.

“Going forward, however, after the March meeting, should inflation fail to ‘move up’ as the Committee outlined in the January FOMC statement, a further removal of accommodation will be difficult to justify,” she said.

Available with up to 605 hp and 2,050 lb.-ft. of torque, the Volvo VNX series is available in three cab configurations. The VNX 300 daycab is designed for local heavy-haul applications. The VNX 400 flat-roof regional sleeper is built for occasional overnights. The new VNX 740 features a 70-inch sleeper and all of Volvo’s latest interior enhancements, designed for heavy hauls over long distances.

“From end-to-end, every feature of the VNX is built to stand up to any heavy-haul job you throw at it,” said Chris Stadler, Volvo Trucks North America product marketing manager – regional haul. “Improvements are easy to see throughout the VNX, including the bumper, axles, suspensions, braking, powertrain, and more.”

Volvo VNX Offers Tough Specs for Heavy-Haul Applications

Available in 6x4 tandem, 8x4 tandem, and 8x6 tridem configurations, the Volvo VNX offers a wide range of heavy-haul components to ensure it’s properly spec’d for the job. Front axle ratings range from 16,000 to 20,000 pounds with parabolic springs. The VNX is available with up to 445 tires to match front axle load capacity. Available rear axles range from 46,000 to 55,000 pounds, and the premium rear heavy-haul suspension ranges up to 52,000 pounds. Dual steering gears provide excellent maneuverability while under a heavy load. An increased ride height accommodates more articulation and front ramp angle, while the VNX bumper features a heavy-duty tow pin and center tow frame that equalizes forces to the chassis.

The standard powertrain package for the new Volvo VNX is a Volvo D13 engine with 500 hp and 1,850 lb.-ft. of torque, paired with the 13- or 14-speed Volvo I-Shift with Crawler Gears automated manual transmission.

Volvo’s new VNX series is also available with up to 605 hp and 2,050 lb.-ft. of torque, provided by the Cummins X15 Performance Series engine and paired with an Eaton Ultra Shift Plus or manual transmission.

Safety and Connectivity, Too

Like all Volvo models, the new VNX series cab is built with high-strength steel and exceeds both the Volvo Swedish Cab Safety Test and ECE R-29 rollover requirements. The standard driver’s side airbag is now joined by an integrated, seat-mounted rollover airbag on the driver’s side.

Volvo Enhanced Stability Technology, an electronic stability control system, is standard on all Volvo VNX models. By continually monitoring operating parameters, it detects imminent loss of control, jackknife, or rollover events. The system automatically reduces engine torque and selectively applies braking to help the driver keep the truck on course

The Volvo VNX series is equipped with automotive-quality LED headlights that produce abundant bright light to improve visibility. Automatic lighting and rain-sensing wipers are also available to improve safety.

Inside, the dashboard on the VNX has been optimized to reduce distraction by displaying the critical information a professional driver needs at a quick glance and by grouping frequently used controls within easy reach. A configurable, 5-inch color driver information display with improved graphics works with steering wheel-mounted controls providing key operating information, as well as the ability to choose your preferred diagnostic data.

A dash-top tray with multiple USB and 12V connections provides a convenient home for a driver’s many gadgets, which can also be linked to the optional in-dash infotainment system. Always in view, the instrument cluster’s clean, symmetrical layout and diffused, light-green backlighting makes it easy to read, reducing eyestrain and fatigue.

Propane autogas vehicle modifier Roush CleanTech has promoted Todd Mouw to president and made several other personnel changes, the company announced.

Mouw replaces Joe Thompson, who has been promoted to group president of Roush Performance Group and will now oversee Roush CleanTech and Roush Performance Products.

In other moves, Brian Carney has been named director of customer success. He leaves his role as executive director of school bus.

Chelsea Jenkins moves to a new position as executive director of governmental affairs, leaving her position as business development manager. She will lead the company's Volkswagen settlement efforts, according to a release.

Lastly, Ryan Zic has been hired as sales director for school bus sales.

Bobit Business Media, parent company of this publication and a major business-to-business media company serving the fleet industry, is in the process of curating the educational program for the 2018 Fleet Forward Conference, taking place Oct. 8-10 in San Francisco.

Speaker proposals should address the Fleet Forward Conference mandate to educate fleet operators on new mobility solutions to foster greater fleet efficiency. While Fleet Forward is designed for traditional fleet operators of all types, the conference looks for educational content that will also benefit new types of fleets forming to serve the evolving transportation ecosystem.

If you consider yourself to be an expert on a particular topic that addresses this spirit and would like to share your wisdom, you're invited to submit an abstract for consideration. The Call for Proposals submission deadline is Monday, April 30, 2018.

The Women In Trucking Association announced the finalists for the fourth annual Distinguished Woman in Logistics Award, established to promote the achievements of women employed in the North American transportation and logistics industry.

The award highlights the crucial roles of leading women in the dynamic and influential field of commercial transportation and logistics, which encompasses both logistics service providers as well as motor carriers.

The finalists are:

Renee Krug: As chief financial officer, Krug is responsible for all financial reporting, mergers and acquisitions, treasury, accounting, tax and HR at GlobalTranz, a $1.1 billion revenue technology-driven 3PL. She led GlobalTranz to record-setting financial growth and profitability in 2016 and 2017 and has been named CFO of the Year by several local and state publications.

Kendra Phillips: Group director of SE Operations for Ryder, Phillips manages a multi-million dollar P&L and a team of more than 700 employees. In her first year in this role, she was the top operational performer within the division.

Betty Weiland: Weiland joined J.J. Keller & Associates in 1980 and serves as senior editorial manager of the Transportation Publishing Department. She leads a group of 10 editors, who are responsible for developing and updating all of J.J. Keller's transportation publications, in addition to providing content for online services, training programs, webinars, whitepapers, and forms.

The winner will be announced by program sponsor Truckstop.com, on behalf of WIT on Tuesday, April 10, during the Transportation Intermediaries Association 2018 Capital Ideas Conference and Exhibition in Palm Desert, California.

Finalists were selected from a vast group of high-performing women representing third-party logistics, supply chain management, and related disciplines. Members of the judging panel were:

]]>http://www.truckinginfo.com/channel/fleet-management/news/story/2018/03/finalists-named-for-distinguished-woman-in-logistics.aspxCommentary: Money Is Not the Only Thing That Speaks to Truck Drivershttp://www.truckinginfo.com/channel/drivers/article/story/2018/03/commentary-money-is-not-the-only-thing-that-speaks-to-truck-drivers.aspx
Wed, 14 Mar 2018 00:00:00 PSTDeborah LockridgeThe past couple of months have seen a flurry of announcements from fleets raising driver pay. But some are trying something a little different than the usual per-mile increases by also addressing some of the personal and human factors behind driver satisfaction.

U.S. Xpress is going after team drivers with what it’s calling its TeamMax Bonus program. Current and prospective team drivers will have the chance to earn as much as $50,000 in bonuses and up to four weeks of paid vacation in a single year. On top of the company’s regular benefits package, drivers in the TeamMax program get other perks, such as first priority for the newest trucks and top priority at service centers.

Boyd Bros. Transportation unveiled a new type of truck-driving position to give experienced flatbed drivers a more predictable driving job. As part of the company’s new Mission Fleet for experienced drivers, in this position drivers can earn a $1,300 weekly salary and have guaranteed 48 hours of home time each week between Friday and Sunday. The drivers will use a paid time-off system for sick leave and vacation time based on employment. The carrier will evaluate how well the program works to see if it can expand this type of driving position to more of its fleet.

Nussbaum Transportation has also changed its pay structure to address some issues that are common problems. The company already pays practical miles, but it’s now using a door-to-door miles calculation method rather than a traditional zip-to-zip mileage model. It’s going to pay for all reserved/paid parking, without question, and it’s raising bonus payouts for drivers who reach the Platinum performance level in Nussbaum’s driver scorecard program.

When it comes to retaining drivers, pay is important, but oftentimes even more important are the things you do that make drivers feel valued and respected, as professionals and as human beings. Paying for parking? Drivers get the message that you care about them finding a safe place to rest when their now-mandated electronic logs say they’ve run out of driving hours. Home time is a long-standing complaint among long-haul drivers, and what employee doesn’t appreciate paid time off and vacation?

New equipment is always a welcome perk, but obviously you can’t always give every driver a brand-new truck. What do you do to make sure that trucks are still appealing when reassigned to a different driver?

In a recent post on the Women in Trucking Facebook page, a driver wrote, “We have assigned trucks with my company. A team left and I inherited their truck. It’s a really beautiful truck, 2017. But the people that had it prior to me were heavy smokers! I have scrubbed with a citrus industrial cleaner that is made for these types of situations. Sprayed Febreeze to the extent of fuming myself... and my clothes, hair and skin, still smell! Went through a roll of Scott towels... they were brown in a matter of seconds... the good thing is that the leather is coming back to its original color and feel. What can I do?”

The group offered dozens of suggestions, from changing the cabin air filters and cleaning with vinegar, to commercial odor-elimination products, baking soda, and coffee grounds. But might a better move for a fleet wanting to keep its drivers happy have been to address any issues before reassigning the truck?

While fatigue and hours of service are frequently used in the same sentence, there’s often just a very tenuous connection between the two. Drivers and fleets work hard to comply with the rules, but are they actually doing anything to address driver fatigue? It’s being tired that puts truck drivers at risk, not running 10 minutes past the deadline for their 30-minute break.

“You’re not going to turn into a pumpkin as the eighth hour ticks over,” says Ron Knipling, noted fatigue and truck safety researcher and author of the truck-safety textbook, Safety for the Long Haul. “The way to approach fatigue management is in terms of health, diet, exercise, lifestyle and conscientious self-management; not externally imposed rules.”

One problem fleets and drivers face with fatigue is that compliance with the hours of service rules is not optional — but fatigue management education is. So money, effort, and time for proper fatigue management education for drivers may take a back seat to compliance training — how to manage hours, how to work the electronic logging device, how to cope with the parking shortage. That can leave drivers in the dark on how to manage the real problem: fatigue.

Research from the National Institute for Occupational Safety and Health shows that over 30% of American workers aged 30-64 are short of sleep. The National Sleep Foundation recommends that healthy adults sleep seven to nine hours per day, but a recent survey found that 30% of civilian-employed adults (approximately 40.6 million workers) reported average sleep duration of six hours or less per day. It’s not known precisely where the truck driver population sits in terms actual hours of sleep per day, but it’s probably statistically similar, if not worse.

The current HOS rules require 10 hours off duty before driving, eight of which must be in the sleeper berth — but they do not and cannot mandate that drivers actually sleep for the seven to nine recommended hours. To use Knipling’s term, conscientious self-management compels most drivers to get as much sleep as they can within their off-duty period, but not everyone can sleep at a given time of the day. Nor can anyone be assured of a full restful sleep if they have stuff on their minds or some physical or medical issue preventing them from getting proper sleep. Obviously, noisy parking lots or sleeping in a dangerous area can affect the quality of sleep.

Short sleep leads inexorably to drowsy driving. The real problem is not that the driver didn’t get enough rest, but failing to recognize that likelihood and to build a little slack into the plan to account for it.

“Even among healthy individuals there’s a huge difference in how susceptible people are to drowsiness,” Knipling says. “Some people have no difficulty staying alert all day long, whereas others can really benefit from a mid-day nap. It all depends on their individual patterns of sleep and wakefulness and their susceptibility to drowsiness.”

According to Knipling, aside from possible medical issues such as obstructive sleep apnea, the top four predictors of individual sleepiness are:

individual susceptibility

the previous amount of sleep

time of day

elapsed time since the previous sleep.

“We now have a requirement that drivers take a 30-minute break some time before the end of the eighth hour on duty, but that’s not really a practical solution,” Knipling says. “There needs to be more widespread recognition within the industry that being tired and taking breaks and napping are normal parts of people’s lives.”

Fatigue management

Drivers taught to recognize the hazards of a poor night sleep can take steps to mitigate the shortfall by napping during the day or requesting a lighter dispatch. Fleets that embrace a fatigue management approach would be likely to accommodate such a driver. But that’s certainly not all fleets.

What would you say to a driver who told you that he didn’t sleep well last night and he’s not confident that he’ll make a scheduled delivery because he may have to sleep during the day to remain safe?

What do you say to a driver who says she is just too tired to complete a run or make a scheduled appointment?

We addressed that question to Steven Garrish, senior vice president of safety and regulatory compliance at SleepSafe Drivers, a company that provides fatigue management and sleep apnea treatments for trucking and other industries.

“That doesn’t happen very often,” he said with a chuckle. “In this industry’s culture it’s certainly not very macho to admit you’re tired. But I’d say the best, most forward-looking companies would regard the driver as the captain of the ship and will usually defer to the driver’s judgment on being tired. [Regulations prohibit drivers from driving or fleets forcing them to drive if they do not feel up to it, or if they are ill or fatigued.] So, the company has to take the driver at his or her word and let them rest.

“The thing to do is to watch for patterns, to see if this happens frequently with that driver, and if so, to find out why. You don’t want to fire somebody who is having problems, and the better companies are usually willing to try to get to the bottom of the problem.”

There could be any number of issues. Maybe it’s obstructive sleep apnea. Maybe he’s having some problems at home or financially that are literally keeping him awake at night. He might be soldiering on because he doesn’t want his income to suffer.

“Of course, if you discover that he’s always booking off early on Friday, or not getting the work done on Monday after a weekend, then maybe there are other issues that need to be dealt with,” Garrish adds. “And that could certainly involve discipline.”

It’s important to note that fatigued doesn’t necessarily mean asleep at the wheel. Drowsiness, feeling sleepy, and briefly inattentive behavior are all manifestations of fatigue resulting from any of the four predictors mentioned above. And all it takes sometimes is a moment of inattention to cause a crash.

What’s Knipling’s advice for drivers? “Manage the risk factors,” he says. “Try to get as much sleep as you can, be mindful of the time of day as it relates to personal circadian rhythms, consider how long it has been since you last slept and how good a sleep you had previously.”

You can learn more about fatigue management through the North American Fatigue Management program, released in 2013 and developed jointly by the Federal Motor Carrier Safety Administration, Transport Canada, several state and provincial trucking associations, insurance companies and several high-profile motor carriers. There is no charge for the program, and it features instruction modules for drivers, operations personnel, driver spouses and others. It’s available here: www.nafmp.com.

Mark Murrell, a co-founder of CarriersEdge and co-creator of the Best Fleets to Drive For program, says in his evaluations of various fleets, he has seen growing attention to programs such as fatigue management for drivers.

“The smarter fleets are stepping up and figuring out ways to help look after their drivers,” he says. “They are using fatigue management programs to help drivers realize their potential without putting all the emphasis for performance on the driver. Helping drivers understand what makes them tired, like maybe they aren’t at their best early in the morning, can help in scheduling them on more physiologically compatible operations.”

Old problem, modern solution

Without ignoring the cornerstones of fatigue management, several technologies are proving useful in preventing crashes related to fatigue. According to Knipling, the most useful might be perclose eyelid monitoring systems that record the reflection of the surface of the eyeball on a camera that can detect the brightness. If the eyelid closes, the reflection dims, triggering a warning.

“Pupil measurement (eye closure) combined with lane tracking devices could provide a couple of different forms of feedback,” he says. “They could provide a general status advisory. They could also show, for example, that you have a normal reading of, say, 90, but you’re now at 70. That could indicate a lower level of alertness. They can probably be pretty effective, but people would have to want to use them.”

Knipling has also explored the use of wearable devices that claim to measure the quality of a night’s sleep by recording body movement while sleeping. “They could be used as an indicator of the quality of sleep you had, but the measurements tend to be crude because they do not account for individual differences in the need for sleep or the physiology of sleep,” he says.

Driver-facing cameras could be useful when used properly, but they can pose a dilemma: What do you do when drivers have an asleep-at-the-wheel event or even a nodding-off moment?

“In some cases, the kneejerk reaction is to fire the driver,” says Garrish. “Is that really the purpose of the technology? The other approach can be to use it as a training tool without disciplining the driver. I don’t think that’s the right approach, either.”

Instead, he says, the right approach for forward-looking fleets is to investigate what happened. “Can we rule out a medical condition such as OSA? A test might be required. Was it a scheduling issue? Was the driver having difficulty getting his needed rest? Were there issues at home that prevented proper sleep? Has this sort of thing happened before and what was the driver’s response that time?” asks Garrish.

Most drivers have an intrinsic sense of self-preservation, and they want to keep earning money for their families. They don’t want to fall asleep and crash. Maybe they never considered the implications of staying awake the night before a shift. Or never considered the cumulative effect of commuting back and forth to work and spending a little time with the family. That can be a scheduling issue, but drivers need to know about the effects of short sleeps and how that can affect their alertness later in the day. You have to teach drivers this stuff. It’s Fatigue Management 101.

A lot of drivers, especially the older ones, treat these problems as just part of the job, the way it has always been. That’s not the right way to look at it anymore. The company can be supportive of the problems drivers may be having, and some willingness to try to solve them can lead to safer, healthier, and happier drivers.

The platform consists of a mobile app for commercial vehicle drivers and a web application for carriers that work together to help CMV drivers comply with FMCSA medical exam requirement. Once a driver’s information is added to the mobile app, it populates the exam form, which can be printed off at any time.

The Pass My Physical platform helps drivers to understand what they need for their exam and provides them with regular reminders as well as solutions such as personalized medical clearance letters to ensure they have everything ready prior to the exam.

Through the web application, carriers can track the exam status for all of their drivers and receive notifications when drivers update their certification status; when a Medical Examiner (ME) certificate is about to expire; and whenever changes in medical regulation or guidance occur.

"The nature of DOT physical exams has historically led to delays in medical certification due to exam complexity and ambiguity," said Dr. David Thorpe, president of PMP. "By streamlining the exam process, the platform eliminates most delays and helps: keep freight moving with more medically qualified drivers; ensure new hires arrive at a terminal prepared to take the medical exam; and reduce medical certification costs by eliminating the need to retake the exam."

Using what SmartDrive calls single-box architecture, the new platform allows for the convergence of data, devices (including third-party devices) and network connectivity, allowing a fleet to view all of its data in a single location. The SR4 hardware can now support up to nine cameras, including four SmartDrive cameras, four third-party cameras, and integration with Wabco’s next generation OnLane lane departure warning system as the road-facing camera.

The system was designed to anticipate new challenges for fleet safety, including increased automation, more driver distractions, and new security threats to data and privacy. The platform will support data from many sources, such as third-party telematics software and hardware. It uses this data to give fleets better analytics and risk assessment capabilities. Updated sensors and software enable more precise triggering for non-collision events.

Smaller, More Capable Hardware

SmartDrive’s SR4 hardware has been redesigned from previous generations, including smaller HD video cameras, a separate sensor bar, a controller device to tie all systems together, and new algorithms and advanced driver assistance capabilities. The SR4 hardware is more than 50% smaller than previous iterations to reduce the distraction to the driver, says SmartDrive, especially for dash- and windshield-mounted equipment. Installation has been made simpler.

New SmartSense ADAS (advanced driver assistance system) sensors offer in-cab alerting for short-following, forward-collision and lane-departure warning; and new posted speed detection identifies high risks and enables drivers to react in real time. Ports enable data integration and triggering from other on-board systems, amplifying the value of previous technology investments and delivering a more complete view of risk. Current SmartDrive customers can also leverage both new and pre-existing hardware.

“The transportation industry has seen a trend of devices getting larger as they add more advanced capabilities, whereas tech innovation demands that hardware become smaller and sleeker while delivering more power and functionality,” said Mitgang. “The SR4 meets these expectations by delivering unprecedented compute power, seamless integration with third-party systems and the most advanced risk assessment capabilities — all within a discreet footprint.”

Connectivity Features

Also included in the SR4 hardware is a purpose-built controller unit featuring intelligent monitoring and recording functions, expandable solid-state storage and 4G/LTE and Bluetooth communication capabilities.

The system also features a wireless key fob for the driver or driver trainer to manually trigger video recording. This can be used to record events that may not automatically cause a recording or to record segments for later use in training. Drivers are also given a keypad with a unique ID code to disable cameras that face into the cab during off hours for more privacy. The cameras will automatically re-engage once the vehicle begins moving.

The system also features a mobile app for Android devices that provides an overview of events in the field and can be used to check and adjust cameras or perform troubleshooting on the system in the field.

Extended recording is available with options for 128, 256 and 512GB of solid-state memory, good for storing up to 800 hours of recording from two cameras. The extended video service is available as an option with the multi-camera deployment. It is designed to capture more context for events and from non-collision related activities related to fleet safety policy, procedure, compliance, and security.

The SmartDrive Transportation Intelligence Platform and SR4 hardware is currently available. It was presented to fleets late last year and adopted by companies such as Forward Air, Oakley Transport, Arctic Glacier, Clariant Oil Services, Combined Transport, Schilli Corp., and Superior Paving. SmartDrive solutions are available for a wide variety of fleets in different applications, including commercial trucking, refuse, construction, government, distribution, and utilities.

]]>SmartDrive&#39;s SR4 hardware is more than 50% smaller than previous iterations to reduce the distraction to the driver, especially for dash- and windshield-mounted equipment. Photo: SmartDrivehttp://www.truckinginfo.com/channel/fleet-management/news/story/2018/03/smartdrive-launches-video-based-intelligence-platform-and-new-hardware.aspxFMCSA Issues New 90-Day ELD Waiver for Ag Haulershttp://www.truckinginfo.com/channel/drivers/news/story/2018/03/fmcsa-issues-new-90-day-eld-waiver-for-ag-haulers.aspx
Tue, 13 Mar 2018 12:41:00 PST

The Federal Motor Carrier Safety Administration announced on March 13 that it is granting an additional 90-day temporary waiver from the electronic logging device rule for “agriculture-related transportation.”

The agency also said that during that time period, it will publish “final guidance” on both the agricultural air-mile exemption within the hours-of-service rule and on the use of the personal conveyance adjustment by all motor carriers operating under the ELD rule.

“We continue to see strong compliance rates across the country that improve weekly, but we are mindful of the unique work our agriculture community does and will use the following 90 days to ensure we publish more helpful guidance that all operators will benefit from,” FMCSA Administrator Ray Martinez said in a statement.

According to FMCSA, since December 2017, roadside compliance with the hours of service record-keeping requirements, including the ELD rule, has been “steadily increasing, with roadside compliance reaching a high of 96% in the most recent available data." On top of that, the agency noted, there are more than 330 separate self-certified electronic log devices listed on the FMCSA's registration list.

Full electronic log enforcement rapidly approaching

The agency reiterated that full enforcement of the ELD rule will begin on April 1, 2018.

As of that date, carriers found to not have an ELD when required will be placed out of service. The driver will remain out-of-service for 10 hours in accordance with Commercial Vehicle Safety Alliance criteria. FMCSA noted that at that point, “to facilitate compliance, the driver will be allowed to travel to the next scheduled stop and should not be dispatched again without an ELD. If the driver is dispatched again without an ELD, the motor carrier will be subject to further enforcement action.”

The agency added that it is “committed to continuing the ongoing dialogue on these issues" with the various segments of the trucking industry.”

The waiver and upcoming set of guidances have been announced, but they will not be published in the Federal Register right away.

An FMCSA official noted in a March 13 conference call with reporters that the new waiver for ag haulers will be published before the current one expires on March 18.

As for the guidance on ag haulers’ use of air miles and that of personal conveyance by all carriers, a notice on that won’t be published for 60 to 90 days from now, as the agency must sift through all the comments it has received.

Responding to a question from HDT during the call, Joe DeLorenzo, FMCSA's director compliance and enforcement, said the need to release specific guidance on using the personal conveyance mode was due more than anything to general misunderstanding of how it works. Although personal conveyance is not a new rule, it was not formerly officially tracked – until the ELD rule.

"Prior to this rule, [personal conveyance mode] did not exist, so adding it in has raised questions [regarding all types of carriers] that need to be clarified, both for the carriers and especially for law enforcement,” said DeLorenzo.

For more information on the ELD rule posted by the agency, click here.

]]>FMCSA is granting an additional 90-day temporary waiver from the ELD rule for &amp;ldquo;agriculture-related transportation.&amp;rdquo; Photo: J.J. Kellerhttp://www.truckinginfo.com/channel/drivers/news/story/2018/03/fmcsa-issues-new-90-day-eld-waiver-for-ag-haulers.aspx2018 Fleet Forward Conference Dates, Location Announcedhttp://www.truckinginfo.com/news/story/2018/03/fleet-forward-conference-announces-2018-dates-and-location.aspx
Tue, 13 Mar 2018 12:37:00 PSTThe 2018 Fleet Forward Conference will take place Oct. 8-10 at The Pearl in San Francisco, Bobit Business Media announced today. The conference will kick off with a reception on the evening of Oct. 8 followed by two full days of high-level education and curated networking.

Fleet Forward Conference is designed to educate fleet operators of all types on new mobility solutions with the goal to create more efficient fleets. “This is an exciting time for fleets, which are playing an increasingly vital role in the transportation revolution,” said Chris Brown, conference chair.

“We’re on the path to autonomous vehicles, but change is occurring rapidly, right now,” Brown continued. “It’s imperative for fleet operators to understand how these changes will affect their fleets and form their fleet strategies now.”

Mercedes-Benz is launching the latest version of its Actros and Arocs heavy-duty trucks to more than 40 markets in the Middle East and Africa.

The newly introduced Actros and Arocs models have been configured for environments of these regions, which can reach temperatures as hot as 122 degrees Fahrenheit and are known to have terrain that is difficult to navigate, according to Mercedes-Benz.

The vehicles can be ordered with in-line 6-cylinder engines in four different variants - with outputs ranging from 326 hp through to 625 hp. Combining any of these with the Mercedes-Benz PowerShift 3 automated transmission improves the powertrain, offering improved efficiency and handling, according to the automaker.

Additional features include reinforced frames, robust planetary axles, optimized filter and cooling systems, plus the latest generation of Mercedes-Benz's hallmark safety and assistance systems, such as active brake assist or adaptive cruise control. Fleet operators can also choose 22 variants for the design of the driver’s cab, according to Mercedes-Benz.

Since the launch of the current generation of the Actros and Arocs series in 2011, Mercedes-Benz has delivered some 300,000 Actros and Arocs to customers in the Middle East and Africa. The current-generation of Actros and Arocs trucks have already been introduced to South Africa and China, and will later be launched in Latin America.

]]>Nissan offers its NV Cargo in three models, including NV1500, NV2500HD, and NV3500HD.http://www.truckinginfo.com/channel/products/photogallery/detail/2018/03/nissan-s-2018-nv-cargo-van.aspxLeast-Traveled Roads Named in Each Statehttp://www.truckinginfo.com/channel/drivers/news/story/2018/03/least-traveled-u-s-roads-named.aspx
Tue, 13 Mar 2018 09:51:00 PST

Alaska's Dalton Highway (State Route 11) has been named the most scenic and quiet route in the U.S., according to new analysis from Geotab.

The 414-mile road starts just north of Fairbanks and ends at Deadhorse near the Arctic Ocean and Prudhoe Bay Oil Fields. It was built in 1974 to supply the Trans-Alaska Pipeline System.

Other quiet routes include Utah's U.S. Route 50, a 3,000-mile route that's been dubbed "America's Loneliest Road;" Maine's U.S. Route 201 that's known as the "Old Canada Road" and runs 157 miles; Arizona's U.S. Route 160 in Navajo Nation; and California's State Route 139, a 143-mile stretch from Susanville to the Oregon state line.

The top 10 also includes Virginia's State Route 90003 (Colonial Highway) from Yorktown to Jamestown; Louisiana's U.S. Route 65 along the Mississippi River; Wyoming's U.S. Route 212 that leads to Yellowstone National Park; New Hampshire's U.S. Route 2 from the Maine state border to the Vermont state border; and Pennsylvania's State Route 32 that follows the Delaware River.

To identify the roads, Geotab used traffic count data from the Highway Performance Monitoring System and the Annual Average Daily Traffic (AADT) score. The telematics vendor examined traffic across U.S. interstates and routes over 10 miles long to identify the quietest route in each state. Nature photographer James "Q" Martin also provided input.

"The Internet of Things is expanding rapidly, and this includes increasing connectivity in the automotive realm," said Mike Branch, Geotab's vice president of business intelligence. "Having a deeper understanding of the infrastructure that helps keep us moving today can only steer us towards safer and more connected communities in the future."

WEX developed Cross Roads with mixed fleet customers to create one of the first fully closed-loop networks across retail and high-speed diesel locations. The offer combines all the benefits WEX cards are known for — competitive pricing, integrated reporting and convenience, matchless product controls and the largest proprietary network of accepting merchants — plus thousands of added savings made available through the WEX EDGE Savings Network, an asset leveraged from WEX's acquisition of Electronic Funds Source (EFS).

Among those added savings are truck stop fuel discounts that average 15 cents per gallon, as well as special pricing on a myriad of fleet business expenses including tires, office supplies, mobile phone plans and more.

"If your business uses a variety of vehicles — heavy trucks, vans, sedans and other vehicles — we designed Cross Roads for you," said Bernie Kavanagh, senior vice president and general manager of large fleet for WEX. "Gone are the days of using multiple cards for retail fueling and truck stop fueling. Leveraging synergies from our EFS acquisition, WEX is proud to introduce Cross Roads creating a single source for managing all fuel purchases with one system, one account, one card, one invoice and one support team."

Support: WEX U.S.-based customer service reps are fleet-trained and always on call.

Alerts: a daily savings report sent right to your inbox documenting the day's per gallon discount by merchant, to help fleets manage and control expenses.

"We developed Cross Roads as we develop all our solutions: in collaboration with our customers," Kavanagh said. "Mixed-fleets can now use a single card to fuel any vehicle and still get the widest acceptance, most robust controls and best-in-class support they've come to expect from WEX, plus the added benefit of the WEX EDGE Savings Network, creating further value."

Two Democratic senators who oversee environmental issues sent a letter on March 12 to Environmental Protection Agency Administrator Scott Pruitt, urging him to reverse his November 2017 proposal to repeal air emission standards for glider kits.

EPA’s November proposal would eliminate provisions affecting glider kits within the Phase 2 Greenhouse Gas Emissions and Fuel Efficiency Standards. The Phase 2 rules as written would allow glider kits only for their original purpose, which was seen as reclaiming powertrains from wrecked trucks and reusing them in new bodies and chassis. Increasingly, they are being used to avoid using more costly and repair-prone cleaner-emissions engines.

Calling them “zombie trucks,” Sen. Tom Carper (D-Del.), ranking member of the Senate Environment and Public Works Committee, and Sen. Tom Udall (D-N.M.), top Democrat on the Senate Appropriations Subcommittee that oversees EPA, cited adverse health effects and faulty research in their call to withdraw the rule.

In addition, two former EPA Administrators, Carol Browner and Christine Todd Whitman, who served under Presidents Bill Clinton and George W. Bush, respectively, sent a letter to Administrator Pruitt expressing deep concerns over EPA’s failure to use the best science available in its decision to repeal the final glider regulations.

Pollution and Politics

The Carper-Udall letter noted that “according to internal agency research not released until after EPA published this proposal, a new 2017 glider kit can emit up to 450 times the particulate matter (PM) pollution and up to 43 times the nitrous oxide (NOx) pollution of model year 2014 and 2015 trucks. Other EPA analyses concluded that, if left unregulated, glider vehicle emissions could prematurely kill thousands of people, and increase instance of lung cancer, chronic lung disease, heart disease, and severe asthma attacks. We are also deeply troubled that this proposal, which appears to largely benefit a single company, was influenced by an industry-funded ‘study' that is currently the subject of an official investigation into research misconduct for failing to adhere to basic scientific standards.”

Browner and Whitman note in their letter, "Not only does it appear that the Tennessee Tech study failed to follow proper research protocol, the conclusions of the study are contrary to a well-established understanding of the pollution from older diesel engines."

The senators' letter notes that no one from the glider industry challenged the final GHG provisions in court, yet in May of last year, Pruitt “personally met with representatives of Fitzgerald Glider Kits… the self-proclaimed, ‘largest glider kit dealer in the country’ and a political supporter of President Trump.’" Two months after that meeting, Fitzgerald and two other glider kit dealers petitioned the EPA seeking reconsideration of the glider requirements.

In addition to asking Pruitt to withdraw this “dangerous, legally questionable proposal immediately,” the letter requests non-redacted copies of documents relating to EPA scientific analyses and emissions testing, correspondence between EPA representatives and the glider kit dealers asking for the repeal, and documents related to the controversial Tennessee Tech study on glider vehicle emissions.

It also asks questions regarding the EPA’s authority to regulate glider kits. Part of the argument in favor of repealing the glider kit part of the GHG regulation has been that glider kits may not be “new motor vehicles” as defined by the Environmental Protection Act and thus not legally subject to EPA regulations.

]]>Some fleets use glider kits to get the benefits of the latest aerodynamic trucks with less-troublesome pre-emissions-regs engines. Photo: Deborah Lockridgehttp://www.truckinginfo.com/channel/fuel-smarts/news/story/2018/03/senators-former-epa-administrators-urge-agency-to-withdraw-glider-reg-repeal.aspxPrePass Customers Can Now Bypass Stations in the NorPass Systemhttp://www.truckinginfo.com/channel/fleet-management/news/story/2018/03/prepass-customers-can-now-bypass-stations-in-the-norpass-system.aspx
Mon, 12 Mar 2018 15:24:00 PST

A partnership with the Washington State Department of Transportation has allowed PrePass customers to bypass weigh stations that are part of the NorPass system.

The extended service adds 23 locations within Washington, Alaska, Connecticut, Idaho, New York, and South Dakota. The NorPass system is transponder based and operated by WSDOT on behalf of the other states.

PrePass provider Help Inc. worked on a cooperative agreement with WSDOT to ensure that the PrePass transponder will work with the NorPass system and won’t require PrePass customers to use multiple devices. The new agreement means drivers can carry just one transponder — NorPass or PrePass — because the devices are now fully interoperable. WSDOT will continue to sell transponders.

“The goal is one transponder that will work everywhere,” said Anne Ford, WSDOT’s commercial vehicle services administrator. “We are pleased our partnership with Help Inc. helps achieve that goal.”

Previously, truck drivers and fleets operating in Washington and other NorPass states purchased a transponder from WSDOT that also worked in several other jurisdictions. The WSDOT transponders could be added to the PrePass system if requested by the driver but general PrePass transponders could not communicate with WSDOT weigh stations, meaning some drivers had to carry two transponders.

“We are excited to be entering into this partnership with Washington to expand bypass opportunities for PrePass customers,” said Karen Rasmussen, president and CEO of HELP Inc. “Safe fleets and drivers appreciate the time and fuel savings of PrePass as well as opportunities for interoperability of their transponders.”

]]>A new agreement allows drivers can carry just one transponder &amp;mdash; NorPass or PrePass &amp;mdash; because the devices are now fully interoperable. WSDOT will continue to sell transponders. Photo: WSDOThttp://www.truckinginfo.com/channel/fleet-management/news/story/2018/03/prepass-customers-can-now-bypass-stations-in-the-norpass-system.aspxFTR: 'Capacity Crisis' Boosting Truck and Trailer Order Forecastshttp://www.truckinginfo.com/channel/fleet-management/news/story/2018/03/capacity-crisis-drives-ftr-s-increased-truck-and-trailer-order-forecast.aspx
Mon, 12 Mar 2018 14:39:00 PSTFTR has increased its Class 8 and trailer order forecasts as a result of increased demand for equipment caused by what the research firm calls a "capacity crisis."

FTR now projects North American Class 8 truck factory shipments for 2018 to hit 330,000 units and trailer shipments this year to hit 334,000 units.

In the past three months, truck orders have boomed to 41,500 units per month and trailer orders have averaged 46,000 units per month over the same period.

"There is a capacity crisis occurring as surging freight growth is combining with lower productivity due to ELD implementation," said FTR Vice President of Commercial Vehicles Don Ake. "Many shippers began having problems finding trucks to move goods as early as September 2017. Conditions continued to tighten and now it is a nationwide issue.”

FTR’s freight models had predicted that capacity would become an issue in early 2018 and that drove its optimistic forecasts. But a stronger than expected economy has also boosted projections for the year. Barring any economic shock, FTR expects freight growth and equipment demand to remain steady going into 2019. Capacity utilization is expected to ease in late 2018, but still remain at historically high levels.

“When the economy exceeded expectations in the second half of 2017, those forecasts were increased further," said Ake. "And now with the tax reform package, the economy is generating even more freight and orders for trucks and trailers are pouring in.”

]]>http://www.truckinginfo.com/channel/fleet-management/news/story/2018/03/capacity-crisis-drives-ftr-s-increased-truck-and-trailer-order-forecast.aspxDana Merges with UK Automotive Supplierhttp://www.truckinginfo.com/channel/aftermarket/news/story/2018/03/dana-merges-with-uk-automotive-supplier.aspx
Mon, 12 Mar 2018 13:49:00 PSTDana Inc. has signed an agreement to merge with the Driveline division of UK-based automotive system supplier GKN plc to create Dana plc, a global provider of driveline systems, in a move that will position it for the vehicle electrification market.

GKN Driveline is based in the United Kingdom and produces constant-velocity jointed driveshafts, all-wheel-drive systems, and electrified driveline solutions. The transaction also includes GKN's Off-Highway Powertrain Services business, which serves the off-highway power delivery and service market.

GKN Driveline has around 35,000 employees globally with operations in 23 countries and has 61 manufacturing locations, including one of the largest driveline businesses in China via its joint venture, Shanghai GKN Huayu Driveline Systems (known as SDS).

With sales of around $13.4 billion, the new company will become a global leader in vehicle drive systems across light vehicle, commercial, and off-highway markets.

Dana plc will also be well-positioned for the vehicle electrification market with its core eDrive technology portfolio, according to the company. The deal also solidifies Dana’s presence in key markets, such as China.

"This transformative and strategic transaction solidifies Dana as a world leader in vehicle drive systems and establishes a leading position in electric propulsion, which we see as the future of vehicle drivetrains," said James Kamsickas, president and CEO of Dana.

The combined company will be based in the United Kingdom as Dana plc and will continue to trade on the New York Stock Exchange under the ticker symbol DAN.

The deal includes $1.6 billion in cash proceeds to GKN plc, the assumption of approximately $1 billion of net pension liabilities, and 133 million new Dana plc shares issued to GKN's shareholders, valued at approximately $3.5 billion (based on Dana's share price as of March 8, 2018). Under terms of the agreements, Dana shareholders will own approximately 52.75% of the company with GKN shareholders owning 47.25%.

"We believe this transaction will result in a much stronger Dana, both strategically and financially, by taking advantage of the combined company's global scale, technology leadership, strong balance sheet, and attractive cash flow profile," said Jonathan Collins, executive vice president and chief financial officer of Dana. "In the near term, we expect our business to achieve best-in-class returns on capital and continue on the path to an investment grade credit profile."

Dana expects to complete the transaction, which is subject to shareholder and customary regulatory approvals, in the second half of 2018.

A powered auxiliary axle for road tractors from Hyliion has won the 2018 Jim Winsor Memorial Technical Achievement Award, the awards committee has announced.

Called 6x4HE, the fuel-saving electric drive-axle system was selected from five finalists by an ad hoc group of industry editors writers. The award was presented during the recent Technology & Maintenance Council Annual Meeting in Atlanta, Ga.

The award is named in honor of the late Jim Winsor, whose journalism career spanned more than 50 years in service to the trucking industry. Winsor worked his way through college by driving cargo trucks and then served in the U.S. Army as a Transportation Corps lieutenant. He was active with the Truck Maintenance Committee, forerunner to today’s TMC. Winsor passed away in 2015 at age 81, about 10 years after retiring as Executive Editor of HDT.

To be eligible for the Jim Winsor Memorial Technical Achievement Award, a product or service has to show technical innovation, have a wide applicability and availability in trucking, and offer significant benefits.

The Hyliion electric axle, when added to a truck or tractor, acts as a hybrid system, capturing braking energy and converting it to electricity, then uses that energy to help launch the vehicle and propel it up hills. This relieves the engine of some of its usual work, saving fuel. It also reduces wear on service brakes.

The 6x4HE, consisting of an axle, a motor-generator, a lithium-ion battery pack, and electronic controls, can replace the second axle in a “live” tandem or be added to a 6x2 tandem to effectively turn the truck into a 6x4.

“With all the great innovations in trucking this year, we are honored to have been awarded the Jim Winsor Memorial Technical Achievement Award," said Thomas Healy, founder and CEO of Hyliion. "Hyliion is focused on delivering products that are easy to adopt, deliver a significant profit improvement to the trucking industry and improve the environment. The Hyliion 6X4HE is our first.”

Volvo’s LED headlamps, which feature a reverse-flow fan to defrost the lens in winter conditions

XStream TruckWings auto-deploy trailer gap system

Award committee chair Park noted that "2017 was a banner year for innovation and imagination in new product development. We began deliberations with 22 new products, the longest list in the history of the award. Through many hundreds of emails and dozens of phone calls we managed to get the list down to just five. This is an exciting time to be writing about trucks, trucking and trucking technology."

Minnesota Gov. Mark Dayton (D) has formed a 15-member advisory council to make policy recommendations regarding traffic regulations, safety issues, and privacy concerns as they relate to rolling out self-driving vehicles in the state.

The group will be co-chaired by Transportation Commissioner Charlie Zelle and Christopher Clark, Xcel Energy's president for Minnesota and the Dakotas, reports the Minneapolis Star Tribune.

Commissioner Zelle has said that Minnesota's cold climate provides testers with a unique educational perspective, reported the Star Tribune. For example, when the Minnesota Department of Transportation (MnDOT) recently began testing an autonomous shuttle, officials learned about how self-driving vehicles maneuver roads when lanes are covered in snow.

Minnesota Public Safety Commissioner Mona Dohman noted that autonomous vehicles could reduce congestion and make roads safer, and she emphasized the importance of studying how police officers interact with self-driving cars, the Star Tribune reported.

The advisory council's policy recommendations are due to the governor in December.

President Donald Trump's executive order imposing tariffs on foreign steel and aluminum may translate to higher prices to commercial fleets for vehicles and truck or van equipment, fleet management company experts said.

Following Trump's March 8 executive order, tariffs of 25% on steel and 10% on aluminum imported into the U.S. go into effect 15 days later. Canada and Mexico will initially be exempted from the tariff, and other countries could be added later, according to reports.

Wall Street and automotive analysts have said the tariffs are likely to increase vehicle prices because manufacturers would pass along higher costs to customers.

"A likely result from these new steel and aluminum tariffs is that costs will increase throughout the supply chain, driven by higher raw material prices," said Charlie Chesbrough, senior economist for Cox Automotive. "With demand at high levels already, it’s likely suppliers will pass their higher costs up the chain, and eventually to car buyers. Alternatively, suppliers may have to absorb the higher input prices by cutting their own costs — generally, neither outcome is good for the industry."

JPMorgan analyst Ryan Brinkman released a report saying the tariff would likely impact the earnings of Ford and General Motors, but he added that any rise in the prices of these materials would likely be absorbed by the manufacturers, reports CNN Money.

Equipment manufacturers such as Adrian Steel, Knapheide, Ranger Design, and others have begun using lighter-weight materials but still primarily offer steel-based shelving, ladder racks, and other equipment.

Whether fleets will pay more for their vehicles and auxiliary equipment remains to be seen, said Partha Ghosh, ARI's director of vehicle supply chain and remarketing.

"Depending on where OEMs and upfit vendors source their steel and aluminum, and how much of these materials they source from foreign producers, they may be impacted by costs increases to varying degrees," Ghosh said. "Ultimately, we anticipate that how and when they choose to react to these possible input costs will likely depend on market landscape, competitive pressures, degree of the cost impact and the expected length of the impact."

Vehicle manufacturers have been reducing the amount of steel in their vehicles in recent years as a strategy to lighten weight to achieve higher fuel economy, a strategy that could help reduce the impact of the tariffs, said Dan Frank, chief executive of Wheels, Inc.

"The average vehicle is 54% steel and has about 1 ton of steel in it," Frank said. "Steel costs about $700 a ton, which is up about $100 per ton since tariff talks began, so some of the cost is already baked in. In any case, a 25% tariff, even if not offset, competed away [and] absorbed by the OEMs wouldn’t add that much to the cost of a vehicle."

Vehicles that contain steel and aluminum from foreign sources could see a higher cost increase, said Jeffrey Perkins, vice president of operations for Motorlease Corp.

"Making the underlying assumption that all of the steel and aluminum used to build a single average U.S. vehicle, is sourced from one of the locations subject to the tariffs, I approximate the cost to be in the range of $250 to $300 per vehicle," Perkins said. "This value however is arrived at solely based on the assumption of a straight pass through of the tariffs and does not take into account any of the additional costs that a manufacturer or supplier may bare such as new contract negotiations and additional carrying costs. While the additional $250 to $300 may seem strong as a percentage on a less expensive vehicle, vehicles priced in the mid-$20,000 to mid-$30,000 where we see most of the current small and mid-size SUV/crossovers priced today equates to about a minimal 1% increase."

Other fleet management experts said the tariffs could lead domestic steel producers to create more jobs.

"While it’s likely there will be short term employment gains in the protected industries, for those manufacturers that have depended on imports for some of their supply chain raw materials there is the strong possibility they will pass through to consumers and businesses their increase cost of goods," said Tom Coffey, vice president of sales and marketing for Merchants Fleet Management. "Overall, it is very possible we will see an impact in vehicles prices."

Should freeway shoulders be set aside to run autonomous trucks? Wisconsin’s Department of Transportation is considering doing that along a portion of Interstate 94 to support the carrying of machinery to a new factory south of Milwaukee.

The Milwaukee Journal Sentinel reported last week that state highway officials have suggested that I-94 shoulders between Milwaukee’s Mitchell International Airport and an industrial site near Racine could be strengthened to support the trucks. This would convert the shoulders into haul roads, separate from normal traffic on the busy highway.

It would be part of the state’s desire to set up a test route for self-driving trucks, and to widen I-94 from three to four lanes, for which it is seeking $246 million in federal grants, the newspaper reported. The plan is in its “really, really early” stages, according to highway officials, but even a portion of that dough would buy a lot of grading, paving, and striping needed to guide autonomous trucks.

This section of I-94 is targeted to handle traffic expected from a huge new factory to be erected by Foxconn Technology Group, of Taiwan, outside of Racine, about 35 miles south of the airport. The plant will make digital flat screens for televisions, computers and other electronic equipment.

Production equipment will be flown into Mitchell Field (the airport’s old name and one still used by locals) every day for two-thirds of a year, Wisconsin’s transportation secretary, Dave Ross, said in a speech to a business group and an interview with the newspaper.

"It's going to take seven plane loads a day, seven days a week for nine months coming into Mitchell, taking about seven or eight truckloads of freight off one plane, and moving it to the site and having that equipment installed," he told the newspaper. That’s 49 or more truckloads per day.

Foxconn likes the idea of autonomous trucks, and thus the attention being paid to accommodating them. As I said, the I-94 widening project is because of that new factory. Do you think Foxconn has some clout with the state?

But, are dedicated lanes appropriate for testing autonomous trucks? Shouldn’t they mingle with normal traffic so their cameras, radar systems, and computer algorithms get a decent challenge? That’s how testing has been carried out in other parts of the country, including here in Ohio, where I live.

Anyway, the WisDOT project will be an interesting one to watch, even from afar. And it will give me another excuse to travel to Milwaukee, my old home town.

And it reminds me of another long-ago proposal for a haul road in the region. A high-speed interurban passenger railway, the Chicago North Shore & Milwaukee, shut down in January 1963 and its right-of-way went dormant. Some folks suggested that the state acquire that path and use it as a truck route so less traffic would use I-94, which was then being built. No one had the money for it, so the idea didn’t fly.

If you’ve ever driven I-94 in that area, you know that hundreds of tractor-trailers roar by in a given hour, the same as on any I-road connecting major population centers. And that the old North Shore right-of-way might’ve served a really useful purpose.

The hour-long webinar, titled The FMCSA Answers Your Top Industry Questions, will cover topics like ELD exemptions, how to resolve non-compliant devices and what to expect after soft enforcement ends on April 1.

The webinar will feature Bill Mahorney, division chief at the FMCSA and Oswaldo Flores, safety and compliance product manager at Teletrac Navman. It is aimed at providing valuable information to fleets whether they’ve implemented ELDs or are currently in the installation process.

Martinez has spent his career working for the government on transportation safety and was recently sworn into office by Secretary of Transportation Elaine Chao.

TCA will offer attendees the opportunity to interact with FMCSA leadership and learn about the current agency’s activities and its potential impact on the future of the trucking industry.

TCA’s 2018 Annual Convention will be held March 25-28 at the Gaylord Palms Resort & Convention Center in Kissimmee, Fla. The theme of this year’s convention is the Future of Truckload.

The event will feature panelist discussions of safety, managing a business, hiring the right people, and educational sessions on subjects like retention, practices of successful trucking companies, and new technologies like blockchain.

One session will feature a discussion on the ELD mandate and what has been learned in the 90 days since it was implemented. Topics of the talk will include operating efficiently and effectively with ELDs, the rule's impact on CSA scores, legal and compliance issues, and operational pitfalls that have arisen as a result of the mandate.

The convention will also feature more than 100 companies exhibiting products and services aimed ait improving productivity and profitability.

]]>The 2018 TCA Annual Convention is taking place from March 25-58 in Kissimmee, Fla.http://www.truckinginfo.com/channel/fleet-management/news/story/2018/03/fmcsa-administrator-to-speak-at-tca-annual-convention.aspxATRI Wants to Examine the Impact of E-Commerce on Truckinghttp://www.truckinginfo.com/channel/fleet-management/news/story/2018/03/atri-wants-to-examine-the-impact-of-e-commerce-on-trucking.aspx
Fri, 9 Mar 2018 10:35:00 PSTThe American Transportation Research Institute is asking for data from motor carriers to assess the impact of e-commerce on the trucking industry.

The data is being collected through a brief online questionnaire that seeks to capture how the emergence of e-commerce has changed industry business models and operations. The results of the data collection will be compiled and analyzed for ATRI's report on e-commerce and the trucking Industry.

ATRI hopes to gain quantifiable insight into how the trucking industry has adapted to growing e-commerce activity. ATRI expects the research to provide carriers with an understanding of how the industry has responded to structural shifts in the relationships between consumers, businesses, and logistics.

Motor carriers are encouraged to provide data, confidentially, through ATRI's survey by Friday, April 6, 2018. The survey is available online at TruckingResearch.org.

Respondents who submit completed surveys by the deadline are eligible for entry in a raffle to win one of five $100 gift cards and will receive an advance copy of the "Impacts of E-Commerce on the Trucking Industry" report. The results of this study will be available later this year.

Heavy Duty Trucking magazine iis a finalist for three journalism awards from the American Society for Business Publication Editors.

Also known as the Azbee Awards, the competition recognizes outstanding work by magazines, newsletters, and digital media in the business-to-business, trade, association and professional publication arena.

According to ASBPE, the Azbee Awards of Excellence program is “one of the most competitive there is for business-to-business, trade, association, and professional publications.”

HDT has been named a National and Regional finalist in the "Online: Single Topic Coverage by a Team" category for its coverage of the ELD mandate.

HDT has also been named a National and Regional Finalist in the "Print: Feature Series" category for its Trucking in the 21st Century series of articles.

Autonomous vehicle developer Waymo announced it will begin a pilot program in Atlanta, Georgia, testing self-driving trucks carrying freight bound for Google data centers. According to the company, Atlanta is one of the biggest logistics hubs in the country, making it a natural home for Google’s logistical operations and the perfect environment for the next phase of testing Waymo’s self-driving trucks.

Waymo is Google’s autonomous vehicle controls division.

This pilot, in partnership with Google’s logistics team, will allow Waymo to further develop its autonomous truck technology and integrate it into the operations of shippers and carriers, as well as the network of factories, distribution centers, ports and terminals those carriers serve.

The company says the pilot program will be conducted with highly trained drivers in the truck cabs to monitor systems and take control if needed.

Waymo notes it has been conducting road tests of self-driving trucks in California and Arizona, and says its vehicle control software is now “learning” to drive big rigs in much the same way a human driver would after years of driving passenger cars. The company notes that while the overall principles are the same, things such as braking, turning, and blind spots are different with a fully loaded truck and trailer.

In a recent blog post outlining its new pilot program attributed to the Waymo Team, the company noted that, “Waymo’s self-driving technology is not only experienced, but adaptable. Our self-driving trucks use the same suite of custom-built sensors that power our self-driving minivan. They benefit from the same advanced self-driving software that has enabled our cars to go fully driverless in Arizona. And our engineers and AI experts are leveraging the same 5 million miles we’ve already self-driven on public roads, plus the 5 billion miles we’ve driven in simulation. In short, our near-decade of experience with passenger vehicles has given us a head start in trucking.”

Waymo has not yet released details on the length of the routes the trucks will take or what types of cargo will be hauled.

Employers in the U.S. added far more jobs in February than analysts were expecting, but there are some concerns about the nation’s manufacturing sector as consumer credit slowed and the trade deficit hit a near 10-year high.

The Labor Department reported on Friday that there were 313,000 non-farm job additions last month, the most since October 2015, while the unemployment rate held steady for the fifth straight month at 4.1%. The unemployment rate remained at an 18-year low as an increase in the labor force participation rate in February kept it from declining.

For-hire trucking added 5,600 jobs in February, one of its best performances in recent memory, as the wider transportation and warehousing sector saw an increase of 15,400 jobs.

Outside of trucking there were notable job gains in construction, retail trade, professional and business services, manufacturing, financial activities, and mining.

Average hourly wages increased 2.6% over the past year, down from 2.9% in January.

BMO Capital Markets Economic Research noted the two previous monthly increases were revised up by a total of 54,000 jobs, and the three-month trend of 242,333 is well above last year’s average of 182,333, marking an acceleration in hiring.

“The report all but cements a Federal Reserve [interest] rate hike on March 21, and, despite the easing in wage growth, leans toward four moves this year, as we expect,” said BMO.

This followed a report two days earlier from payroll processor ADP that showed non-farm private employers in the U.S. added 235,000 jobs in February, better than Wall Street estimates.

The January total of jobs added was revised upward from 234,000 to 244,000, and down from December’s level of 249,000 new jobs, which is the highest number since February 2017 when there were 280,000 job additions.

February also marked the fourth month in a row job gains were greater than 200,000.

“The job market is red hot and threatens to overheat," said Mark Zandi, chief economist of Moody’s Analytics. "With government spending increases and tax cuts, growth is set to accelerate.”

Factory Orders, Business Investment Decline

The employment reports came in the wake of one from the Commerce Department earlier in the week that showed U.S. factory orders in January posted their largest drop in six months. It also revealed business spending on equipment slowed.

After five straight months of gains, new orders for factory-made good in January fell 1.4% from December, the largest drop since July. However, factory orders during the first month of 2018 were 8.4% higher compared to the same time in 2017.

New orders for nondefense capital goods minus aircraft, a proxy for business investment, posted a 0.3% drop in January, a bit more than the 0.2% decline estimated in a preliminary report last month. This drop followed a 0.5% decline in December, marking the first back-to-back monthly declines since May 2016.

Meantime, shipments of these core capital goods fell 0.1% in January, rather than an earlier reported 0.1% gain. This followed a 0.7% improvement in December.

The decline in manufacturing took some by surprise, following earlier surveys of purchasing managers who said manufacturing was strong in both January and February. One reason could be that new orders for durable goods, those designed to last three years or more, fell 3.6% in January. In contrast, new orders for nondurable goods were up 0.8%.

Analysts at Wells Fargo Securities said the decline in core capital goods orders “does not bode well for future activity." They noted the drop in shipments is a direct input in the gross domestic product (GDP) calculation, so could push it lower once the first quarter is over.

Looking ahead, they said the pipeline does not look much better, as unfilled orders for the category declined for the second straight month.

Consumer Credit Mixed, Trade Deficit Skyrockets

Two other recent reports on January economic numbers revealed growth in consumer credit slowed and the U.S. trade deficit hit a nine-year high.

Revolving credit in the consumer space, which is primarily made up of credit card loans, showed the smallest gain since February 2015. The soft revolving number should not come as a complete surprise, as retail sales in January dropped 0.3%

“It is relatively clear that there are some seasonal factors at play. Revolving credit growth in January has consistently fell below other months since the recovery from the Great Recession,” said analysts at Wells Fargo Securities.

It noted non-revolving credit increased $13.2 billion in January, a healthy number, largely in line with its recent average monthly gain.

“We remain positive on the consumer this year, even though the first look at consumption in January has not been very encouraging,” Wells Fargo said. “As we have noted previously, the biggest risk for consumers, as well as for the U.S. economy this year, is higher inflation, which has the potential to cut into the purchasing power of income and push consumers to the sidelines.”

A separate report showed the U.S. deficit in international trade in goods and services widened to $56.6 billion in January, from an upwardly revised figure of $53.9 billion in December.

This was larger than most analysts expected and the largest trade deficit the country has incurred since October 2008. Although the value of overall imports was more or less flat in January relative to the previous month, exports of goods and services fell by $2.7 billion in January.

Wells Fargo said the weakness in exports was largely due to a drop in the volatile aircraft sector. The value of petroleum exports also declined, despite an upward trend in prices the past few months. During the same time, the value of petroleum imports shot up by $3.2 billion, which largely cancelled out the $3.6 billion drop in non-oil imports.

“The value of oil imports has followed a downward trend over the past five years," Wells Fargo said. "These trends reflect the sharp increase in American oil production that has occurred in recent years. Moreover, the weakness in non-petroleum exports…were also one-off events.”

Wells Fargo believes solid economic growth in the rest of the world, in conjunction with the lagged effects of past dollar depreciation, should support American export growth in coming months. Likewise, strong growth in U.S. domestic demand should continue to pull in non-petroleum imports going forward.

Nevertheless, Wells Fargo cautioned this trade imbalance, despite seasonal quirks and other factors, is likely to pull down first-quarter GDP growth when numbers about it are first released in late April.

Greg Gantt is succeeding David Congdon as CEO of Old Dominion Freight Line as of May 16 as part of the less-than-truckload company’s designed succession plan. David Congdon, who has served as CEO since 2008 (when he was named an HDT Truck Fleet Innovator) and vice chairman of the board of directors since 2015, will become executive chairman of the Board, succeeding current Executive Chairman and company founder Earl Congdon, who will become senior executive chairman. Both Congdons will remain executive officers of the company.

Gantt, who will also retain his current title of president, originally joined the company as a regional vice president in 1994 and has assumed ever-increasing roles and responsibilities over the past 24 years at the Thomasville, North Carolina-based company.

"A big part of Old Dominion's success has been our consistent approach to operating with a long-term perspective,” said Earl Congdon, “and today's announcement reflects our board's thoughtful approach to timely and careful succession planning. Greg's promotion to chief executive officer and David's election to executive chairman reflect their demonstrated commitment to preserving our culture, our core values and our business strategy. I wish Greg continued success in his new combined role as president and chief executive officer, and I especially want to thank David for his years of visionary leadership and relentless execution that have driven our transformational growth and strong market position."

David Congdon thanked Earl for his guidance and mentorship. “Earl has been, and will remain, the backbone of our OD Family Spirit. We look forward to his insight, leadership, and continued commitment to Old Dominion for years to come."

He also commented on Greg Gantt, saying, “he has consistently demonstrated that he is a visionary leader and a steward of the company's unique culture. We are confident that under his leadership, and with the continued support of our board and our dedicated family of employees, the company will continue to innovate, evolve, and grow in the years to come.”

]]>Greg Gantt (center) has been named CEO of Old Dominion Freight Line, succeeding David Congdon (left) who will replace Earl Congdon (right) as the executive chairman of the board. Photo: ODFLhttp://www.truckinginfo.com/channel/fleet-management/news/story/2018/03/old-dominion-freight-line-announces-leadership-transition.aspxElectric Tesla Semi Spotted on California Highwayshttp://www.truckinginfo.com/channel/fuel-smarts/news/story/2018/03/tesla-electric-semi-spotted-on-california-highways.aspx
Thu, 8 Mar 2018 15:25:00 PST

A recent YouTube video showed footage of a Tesla Semi driving in broad daylight on a highway near Sacramento, Calif.

This was the first time the vehicle has been seen in operation since the plug-in electric Class 8 truck was unveiled in Nov. 2017. The Tesla Semi is expected to go into production in 2019 but so far, its only public appearance has been at the launch event.

After the video came out, Tesla Founder and CEO Elon Musk posted a picture of two Tesla Semi’s with trailers in tow, out in the open. In the photo description he said that the two trucks were on their first production cargo trip, carrying battery packs from Tesla’s factory in Nevada to its car factory in Northern California.

This is in line with what the company said in a presentation in Europe after the launch. Jerome Guillen, Tesla’s vice president of truck and programs said that Tesla would be its own first customer and would use the Tesla Semi to haul cargo on a 260-mile route between facilities in Freemont, Calif., and Reno, Nev.

The Tesla Semi will be produced in two versions, a base model with a 300-mile range and an extended range version that can go up to 500 miles on a charge. The base model starts a $150,000 and the 500-mile range version will sell for $180,000.

The company is accepting reservations for the vehicle costing $20,000 and so far, high profile fleets like UPS, PepsiCo, Anheuser-Busch, J.B. Hunt, and Walmart have all placed orders for multiple vehicles.

As urban centers increasingly battle problems with pollution and congestion while e-commerce grows by leaps and bounds, we’ll see changing technologies in last-mile logistics – and changing maintenance challenges.

In a session at the Technology & Maintenance Council’s annual meeting in Atlanta, panelists explored the issue of last-mile delivery trends.

Nick Tempelhoff shared a possible future vision developed by Mercedes-Benz vans, starting with smart, autonomous loading systems, and using drones and small wheeled robots that would deploy from a “mothership” van – one powered by electricity.

In fact, much of the session centered around electric-powered last-mile delivery vehicles, either full battery electric or hybrids.

The near future of last mile delivery

“The writing is on the wall” for alternative powered vehicles in last-mile delivery, said Mike Hasinec of Penske Truck Leasing. “When you look at the routes, at the stop density, the infrastructure is very feasible.”

Already, he said, technologies such as compressed natural gas, liquefied natural gas, propane, hybrid and some electric vehicles are in operation. “However, the population is very small and has remained so for many years,” because they are mostly in niche application such as buses and small delivery trucks. OEMs have not heavily pursued alternative power vehicle production, he said, and customers aren’t necessarily willing to buy these vehicles in large numbers, so there are few economies of scale to be had. Leasing companies such as Penske have been able to invest in larger numbers and provide these technologies to fleets.

Tim Dollmeyer, director of technology and engineering for Cummins Electrified Power, showed slides of various hybrid and electric vehicles from the past decade or so – most of which are no longer around. It took government incentives to help develop and deploy them.

“Something different is happening now,” he said. “The change is really coming from the needs of the urban areas, this is where the bulk of last-mile activity happens.” City governments, he said, are increasingly putting into place policies and regulations to address problems with congestion, air quality, and noise pollution, creating a demand for these technologies. At the same time, he said, “we are seeing that the economics are starting to be positive in some applications.” That’s already happening for urban buses, and should be the case for medium-duty delivery vehicles by early in the next decade.

Charging is a big challenge, Dollmeyer noted. Without extensive electric charging infrastructure, “it’s a lot harder to carry the energy with you that you’d like to have.” Fast-charging systems can reduce battery life. There’s no standard for charging connections. And there are real estate challenges.

“We’ve got to actually charge these things, and it’s going to have a big and varied impact on our ability to deploy these things,” Dollmeyer said as an example. While commercial vehicles consume between 0.8 and 2.5 kWh per mile, their batteries are expected to store between 50 and 500 kWh.

The charging needs alone will affect the layouts of shops and fleet yards. “The vehicles actually need to sit by the charger, and quite often the electricity and the available charging isn’t in the same spot,” Dollmeyer explained. To compound matters, there are already four different styles of connectors for the vehicles, and they are not all compatible with one another.

He doesn’t expect internal combustion engines to disappear anytime soon, and in fact predicted increasing use of hybrids to allow for vehicles that can run on electricity in the cities but have extended range for operating outside of low-emissions zones. He noted that there is increasing activity to work to develop fuel cells, “because that allows us to carry more energy with us.”

Maintenance challenges with alternative powered last-mile trucks

Penske’s Hasinec outlined a number of challenges when it comes to maintenance of alternative fuel and powertrains, noting that there have been improvements in some of these areas in recent years:

Tooling availability

Diagnostics

Training

Facility design

Charging infrastructure

Willingness to invest

OEM support

Reliability

The good news, Dollmeyer said, is we expect there to be less maintenance for battery-electric vehicles. There are simply fewer parts to maintain or repair. Hybrids, however, can do the opposite, adding systems that mean more things to break down – although a well-integrated hybrid system can reduce stress in some parts of the drivetrain, he said, noting that many hybrids in the past created a lot of maintenance headaches. Newer systems may benefit from better engineering as well as from sensors and sophisticated onboard diagnostics that weren’t around for early generations of hybrids.

The UPS experience

One company probably has more experience with alternative-powered last-mile delivery trucks than any other: UPS. Its “rolling laboratory” of alternative fuel and advanced technology vehicles is about 9,000 around the world, from electric bicycles to renewable natural gas and propane. It recently announced plans to deploy 50 plug-in electric delivery trucks designed from the ground up as part of a collaboration with Workhorse Group.

UPS has more than 300 electric vehicles deployed in Europe and the U.S., and nearly 700 hybrid electric vehicles. The company recently ordered 125 new fully electric Semi tractors to be built by Tesla in 2019, the largest pre-order to date. Last year, UPS also announced it will become the first commercial customer in the U.S. to start using three medium-duty electric trucks from Daimler Trucks' Fuso brand, the eCanter.

Duane Lippincott oversees training for UPS’ maintenance personnel at more than 1,400 shops in the U.S. with more than 5,000 technicians. Natural gas vehicles require shop modifications that can range from the bare minimum needed to “palaces.” Shop modifications for the electric and hybrid package cars are minimal, although he agreed with other presenters when it comes to charging, saying, “the charging infrastructure is a whole different story.” For the new Class 8 electric trucks, he’s not sure yet what modifications may be needed, “but we know we’re going to need to make some changes.”

“Every time we get a new technology, there’s a new tool list, and new software for the computer,” he said. More space may be needed for additional parts inventory.

“Training is of escalating importance,” Lippincott said. “We must be moving forward faster and faster than we ever have before.”

This may mean we develop different ways of training and of running shops.

“It’s going to be very difficult to hire enough technicians and have highly technical people” in all your tech positions, he said. Perhaps we’ll need a hierarchy, with an entry-level tech handling basic jobs like oil changes and tires on one end, and a highly skilled, trained, and technical expert on the other end of the scale.

“Maybe we develop a call in number where less skilled techs call in and the highly skilled ones help diagnose the problem by phone. We don’t need virtual reality glasses for that; we can do that today, every one of us, with an iPhone, just using Facetime, so you can show him the problem you’ve got.”

Showing a slide of a fleet of electric trucks that UPS ran in the 1930s, Lippincott said, “What’s old is new, but the new is new in a whole new technological way. If I depended on the training from the 1930s vehicles for today’s shop, it wouldn’t work too well.”

Discussions took place during the March 5 S.6 Chassis & Brake Task Force meeting, "Proper Diagnosis of S-cam Out-of-service Criteria," at the annual meeting of the ATA's Technology & Maintenance Council meeting in Atlanta. The task force committee was refining the wording of the RP.

Ever since automatic brake adjusters (ABA, also called automatic slack adjusters) were first required by law in 1994, many drivers and surprisingly, brake technicians, still respond to an over-stroking S-cam brake by manually readjusting the device rather than determining the root cause of the problem. By design, an ABA will self-adjust based on either the application stroke (stroke-sensing ABA models) or the return stroke (clearance-sensing ABA models) of the adjuster and find their own stroke length based on the conditions it senses. Unfortunately, a manually readjusted ABA will return to an over-stroke condition in just a few brake applications if some other physical problem exists with the foundation brake, the parking brake or any other component in the wheel-end brake assembly.

This RP will walk the technician through a troubleshooting tree that will determine the cause of the over-stroke so appropriate steps can be taken to solve the problem.

"All too often, the root cause of the excessive applied stroke condition is not diagnosed properly," said task force chairman, Glen Cram of Meritor. "It became clear during our research that no publication out there in the industry really gives the technician a clear-cut way to determine how to diagnose this problem."

"It became clear during our research that no publication out there in the industry really gives the technician a clear-cut way to determine how to diagnose this problem."

When complete, the RP will take the technician through an eight-step process from confirming that an over-stroke condition actually exists (not just a faulty stroke measurement) to removing the wheel and inspecting lining and drum condition as well as the physical condition of the foundation brake, from excessive axial rotation of the cam and/or faulty return springs. It will be structured in such a way that the least invasive and most-likely-cause steps come first. The final step will be how to test the ABA for proper function.

Why you shouldn't adjust your slack adjusters

The risk in manually adjusting ABAs (except when an ABA is first installed or when reinstalled following wheel-end work) lies in the potential for damage to the ABA or in wearing out the internal adjustment mechanism.

In 2003, the National Transportation Safety Board determined that repeated manual readjustment on an ABA led directly to a fatal collision between a dump truck and a passenger car in Glen Rock, Pennsylvania.

"The National Transportation Safety Board determines that the probable cause of this accident was the lack of oversight by [the company], which resulted in an untrained driver improperly operating an overloaded, air brake-equipped vehicle with inadequately maintained brakes. Contributing to the accident was the misdiagnosis of the truck's underlying brake problems by mechanics involved with the truck's maintenance; also contributing was a lack of readily available and accurate information about automatic slack adjusters and inadequate warnings about the safety problems caused by manually adjusting them."

When this RP is completed, the information technicians need will be easier to find and widely available to anyone working with automatic brake adjusters on heavy trucks.

]]>Ever since automatic brake adjusters (ABA, also called automatic slack adjusters) were first required by law in 1994, many drivers and surprisingly, brake technicians, still respond to an over-stroking S-cam brake by manually readjusting the device rather than determining the root cause of the problem. Photo: Jim Parkhttp://www.truckinginfo.com/channel/maintenance/news/story/2018/03/tmc-developing-s-cam-brake-oos-troubleshooting-guide.aspxEco Flaps Tested on LTL Equipmenthttp://www.truckinginfo.com/channel/fuel-smarts/news/story/2018/03/eco-flaps-tested-on-ltl-equipment.aspx
Thu, 8 Mar 2018 13:31:00 PST

The Eco Flaps aerodynamic splash guards were recently evaluated for fuel savings on less than truckload equipment in multi-trailer setups.

The tests were completed by Exa Corporation in late 2017, performing an aerodynamics and fuel economy analysis through computational fluid dynamics simulations on a day cab tractor with two 28-foot trailers connected by a dolly. It found an estimated 2.7% fuel savings based on the reduction in drag.

"The segment of the trucking industry that run with two or three trailers at a time, which includes most LTL carriers, is really limited when it comes to aerodynamic devices. Most are designed specifically for single-trailer application," said Bren Marshell, vice president of sales for Eco Flaps. "Our recent work with Exa Corporation shows that when Eco Flaps are installed in all flap positions on multiple trailers, drag is reduced significantly, resulting in greater fuel savings and quick ROI."

Exa Corporation created four different scenarios: a baseline with conventional flaps; changing out the truck and dolly flaps for Eco Flaps; a full swap out of all eight flaps for Eco Flaps; and an equipment setup with no flaps used. The results showed a 4.7% improvement in drag at highway speeds when all eight flaps were removed - even though the pup trailers already using aerodynamic skirts. The use of eight Eco Flaps - a full swap out - created the same results.

"The Exa Corporation simulations showed a major impact when equipping the dolly flaps in addition with the tractor and trailers," said Marshell. "Not including the dolly greatly restricts the airflow and thereby significantly reduces fuel savings from the leading trailers."

Knapheide Manufacturing has introduced a new aluminum service body and aluminum platform body at the 2018 Work Truck Show.

Knapheide has committed to increasing its portfolio of aluminum truck bodies and the two new products are the latest efforts. In order to build aluminum truck bodies, Knapheide had to take a new approach to design, testing, and manufacturing, according to the company.

“When designing aluminum truck bodies, we knew that we had to have a solution that was no compromise in durability,” said Chris Weiss, vice president of engineering. “That is why we took a clean sheet approach and dedicated our experienced engineers to create these designs.”

Knapheide invested in a highly automated manufacturing facility tasked to build the new aluminum truck bodies. The new facility employs fabrication and assembly techniques aimed at efficient manufacturing operations. Knapheide subjected its aluminum truck bodies to a comprehensive testing program in an engineering lab, on dedicated proving grounds, and in the real world.

Aluminum truck bodies from Knapheide are now available and can be ordered through Knapheide’s North American distribution network.

]]>Knapheide&#39;s Aluminum Service Body Photo: Knapheidehttp://www.truckinginfo.com/channel/fleet-management/news/story/2018/03/knapheide-unveils-two-aluminum-truck-bodies.aspxPhotos: Seen at the 2018 NTEA Work Truck Showhttp://www.truckinginfo.com/channel/equipment/photogallery/detail/2018/03/photos-seen-at-the-2018-ntea-work-truck-show.aspx
Thu, 8 Mar 2018 09:26:00 PSTThe NTEA Work Truck Show rolled into Indianapolis for a four-day stay (March 6-9), and HDT Executive Editor David Cullen was there to capture these new-truck highlights on the show floor.

]]>Attendees mob the Hino XL8 after its reveal. Hino said the truck is the first all-new Class 8 model to be introduced in the United States in 50 years and that it was engineered here and will be assembled here, too. Photos: David Cullen http://www.truckinginfo.com/channel/equipment/photogallery/detail/2018/03/photos-seen-at-the-2018-ntea-work-truck-show.aspxHDT Presents 2018 Top 20 Product Awards [Photos]http://www.truckinginfo.com/channel/products/photogallery/detail/2018/03/hdt-hands-out-2018-top-20-product-awards.aspx
Thu, 8 Mar 2018 09:22:00 PSTEach year, HDT's editors, with input from a team of fleet executives, choose the most significant products announced in the past year, based on innovation, how well they address industry issues and trends, and the potential to help fleets' bottom lines. Editor in Chief Deborah Lockridge presented the HDT Top 20 Products awards during the Technology & Maintenance Council annual meeting.

]]>Accuride Chief Operations Officer Omar Fakhoury accepts the HDT Top 20 Products award for the Accuride Rolliant Hub System.http://www.truckinginfo.com/channel/products/photogallery/detail/2018/03/hdt-hands-out-2018-top-20-product-awards.aspxNavistar International Begins Year with ‘Strong Start’ Despite Wider Losshttp://www.truckinginfo.com/channel/fleet-management/news/story/2018/03/navistar-international-begins-year-with-strong-start-despite-wider-loss.aspx
Thu, 8 Mar 2018 08:17:00 PSTTruck and engine manufacturer Navistar International Corp. on Thursday reported its net loss grew during its fiscal first quarter compared to a year ago, but one top official insisted the company is headed in a positive direction.

The net loss totaled $73 million, or 74 cents per share, for the three months ending on Jan. 31, compared a net loss of $62 million, or 76 cents per share, a year earlier. The latest results include $46 million of charges as a result of the company's debt refinancing in Nov. 2017.

Revenues in the quarter were $1.9 billion, a 15% increase compared to $1.7 billion in the first quarter last year, driven by a 24% increase in the company's core market (Class 6-8 trucks and buses in the U.S. and Canada), according to Navistar.

First quarter 2018 EBITDA (earnings before interest, taxes, depreciation and amortization) was $55 million, compared to first quarter 2017 EBITDA of $63 million. First quarter 2018 includes $49 million in net adjustments, including the debt refinancing and other items. Adjusted EBITDA was $104 million versus $55 million in first quarter 2017.

"We are off to a strong start in 2018 thanks to our ability to grow Navistar's position in a strengthening market," said Troy A. Clarke, chairman, president and CEO. "We grew our Class 8 market share and improved our margins, on the way to delivering our best first quarter on an adjusted EBITDA basis since 2011."

Navistar's first quarter core chargeouts (trucks that have been invoiced to customers, with units held in dealer inventory) were up 2,400 units year-over-year led by Class 8, which was up 56% compared to first quarter last year.

The company's Class 8 market share was up 1.2 points versus the same period one year ago.

Navistar’s truck segment first quarter 2018 net sales increased to $1.3 billion, primarily due to higher volumes in the company's core markets, an increase in military sales, and production of GM-branded units manufactured at Navistar's Springfield, Ohio plant, which launched in the second quarter of 2017. This was partially offset by a decline in the company's Mexico and export truck volumes.

The truck segment loss was $7 million in the first quarter 2018, versus a loss of $69 million in the same period one year ago. The improvement was primarily driven by the impact of higher volumes in the company's core markets, a decrease in used truck losses, and an increase in military sales, partially offset by higher structural costs.

In the first quarter of 2018, the parts segment net sales were $568 million, slightly lower than the prior year primarily due to the expected runoff in Blue Diamond Parts (BDP) sales, partially offset by higher U.S. and Canada parts sales related to the Fleetrite and ReNEWed brands.

The parts segment profit was $137 million, down 8%, primarily due to lower BDP margins and higher freight-related expenses.

The global operations segment saw net sales increase 62% in the first quarter, totaling $81 million, primarily driven by higher engine volumes in the company's South America engine operations due to improvement in the Brazilian economy.

For the first quarter 2018, the global operations segment loss was $7 million versus a $4 million loss in the first quarter 2017. Higher engine volumes and a benefit recognized as an adjustment to restructuring charges only partially offset a one-time benefit in the first quarter of 2017 of $9 million related to an adjustment to pre-existing warranties.

In the first quarter of 2018, the financial services segment net revenues increased to $59 million primarily due to higher portfolio yields, higher overall finance receivable balances in Mexico and favorable movements in foreign currency exchange rates impacting the company's Mexican portfolio. Its profit increased to $20 million primarily due to a decrease in the provision for loan losses in Mexico and improved interest margins.

Retail deliveries of Class 6-8 trucks and buses in the U.s. and Canada are forecast to be in the range of 360,000 units to 390,000 units, with Class 8 retail deliveries of 235,000 to 265,000 units.

Revenues are expected to be between $9.25 billion and $9.75 billion.

Adjusted EBITDA is expected to be between $700 million and $750 million.

Year-end manufacturing cash is expected to be about $1.1 billion.

"We expect market conditions to remain robust and we are determined to take advantage of opportunities to grow share while delivering strong margin performance," Clarke said. "Given the progress made in first quarter, and our positive outlook for the remainder of the year, we are confident that 2018 will be the breakout year for Navistar."

Spartan Motors has signed an agreement with Motiv Power Systems to supply battery-electric chassis products for class 4-6 Utilimaster step vans for three years, the vehicle manufacturer announced at the Work Truck Show in Indianapolis.

Motiv will supply its EPIC all-electric chassis that will allow Spartan to produce zero-emission Utilimaster vans for commercial fleet customers. Motiv's chassis provides universal charging compatibility and secure remote telematics and diagnostics. A walk-in van equipped with it can provide a range of 100 to 150 miles per charge and up to 30% gradeability, according to Spartan Motors.

"Our key customers have been asking Spartan to provide an EV solution," said Daryl Adams, Spartan's president and chief executive officer. "Our exclusive supply agreement with Motiv answers their question and demonstrates Spartan's ability to innovate and advance the markets we serve, and we believe it places us ahead of the curve in the EV fleet market."

There are more than 800 purpose-built Utilimaster alternative fuel fleet vehicles on the road today, Adams said.

The companies have been working together to develop electrified vehicles.

Utilimaster and Motiv worked together in early 2017 to develop a concept battery-electric walk-in van. They also jointly integrated the EV requirements into Utilimaster’s final stage chassis and body manufacturing processes, which is located at its manufacturing facility in Bristol, Indiana.

Southern Eagle Distributing, one of the oldest continual Anheuser-Busch distributorships in the U.S., has purchased two propane autogas-fueled Ford F-650 delivery trucks to reduce emissions and fueling costs.

The trucks will be used in Charleston, South Carolina, to deliver over 600 beverage types including beer, soda, energy drinks, juice and water.

The beverage delivery trucks are equipped with Ford's 6.8-liter V-10 engine with a ROUSH CleanTech fuel system. When running propane, the engines are certified to 0.05 grams per brake horsepower-hour for nitrogen oxide. The engine is 75% cleaner than the current U.S. Environmental Protection Agency standard and 99% cleaner than diesel vehicles built before 2007, according to ROUSH.

"Southern Eagle Distributing has adopted propane autogas technology to reduce our overall emissions and create a more environmentally friendly and green fleet," said Jim Henderson, vice president of operations for Southern Eagle Distributing. "We care about and support our local communities and want to impact them positively. A less polluting fleet benefits everyone."

The distributor will also install a propane fueling station with a 1,000-gallon tank its Charleston location. The company is saving more than 40% on fuel compared with current diesel prices and expects to reduce maintenance expenses.

"Fueling onsite is more economical for us than mobile fueling," said Henderson. "The refill station was a low entry cost for us."

Southern Eagle Distributing will test the trucks later this year.

"We are optimistic that the test will be successful," said Henderson "Propane autogas is easy to scale. We'll continue to evaluate our fleet needs into 2019, and I'm hopeful we will be adding more propane units as we replace older units."

]]>Photo of F-650 beverage truck courtesy of Ford.http://www.truckinginfo.com/channel/fuel-smarts/news/story/2018/03/anheuser-busch-distributor-adds-propane-autogas-delivery-trucks.aspxFord's 2019 Transit Connect Cargo Vanhttp://www.truckinginfo.com/channel/products/photogallery/detail/2018/03/ford-s-2019-transit-connect-cargo-van.aspx
Wed, 7 Mar 2018 17:36:00 PSTFord's 2019 Transit Connect compact cargo van is adding a diesel engine option, fleet model, and array of driver-assisting features to reduce accidents for commercial users. The vehicle was unveiled at the 2018 Work Truck Show, as you can see in these photos. Read the full story here. Photos by Kim Pham.

]]>The 2019 Transit Connect cargo van will offer three engines that can run five fuel types.http://www.truckinginfo.com/channel/products/photogallery/detail/2018/03/ford-s-2019-transit-connect-cargo-van.aspxChevrolet's 2019 Silverado Chassis Cab Truckshttp://www.truckinginfo.com/channel/products/photogallery/detail/2018/03/chevrolet-s-2019-chassis-cab-silverado-trucks.aspx
Wed, 7 Mar 2018 17:12:00 PSTChevrolet is back in the mediuim-duty business, unveiling three 2019 Silverado chassis cab trucks aimed at commercial buyers at the 2018 Work Truck Show. Check out these photos, and read the full story. Photos by Kim Pham and General Motors.

]]>The 2019 Silverado 6500HD is one of three new medium-duty trucks from Chevrolet.http://www.truckinginfo.com/channel/products/photogallery/detail/2018/03/chevrolet-s-2019-chassis-cab-silverado-trucks.aspxRam to Offer 1500 Tradesman for 2019http://www.truckinginfo.com/channel/fleet-management/news/story/2018/03/ram-to-offer-1500-tradesman-for-2019.aspx
Wed, 7 Mar 2018 15:22:00 PST

Fiat Chrysler will offer a 2019 Ram 1500 Tradesman model with its redesign of its top-selling pickup that's aimed at commercial fleets, small businesses, and contractors, the company announced at the Work Truck Show in Indianapolis.

Ram has been selling a 1500 Tradesman since it introduced the vocational half-ton pickup in 2011.

The 2019 Ram 1500 Tradesman is available in two cabs — Quad Cab and Crew Cab — and two bed lengths — 6 feet, 4 inches and 5 feet, 7 inches. Buyers will have access to the same engines available in the non-Tradesman model, including the 3.6-liter Pentastar V-6 with eTorque mild hybrid technology and 5.7-liter HEMI V-8. The V-8 is also available with eTorque. Rear-wheel drive is standard, while 4x4 is optional.

The Ram 1500 has reduced weight by 225 pounds for 2019. When properly equipped, it can tow up to 12,750 pounds and haul up to 2,300 pounds of payload.

American Trucking Associations president and CEO Chris Spear appeared before Congress, urging the Transportation and Infrastructure Committee to act quickly and intelligently on the infrastructure funding plan.

Testifying before the House Subcommittee on Highways and Transit of the Committee on Transportation and Infrastructure, Spear asked committee members to put aside partisan differences and do what is necessary to fix the nation’s roads and bridges.

“It is very clear that doing nothing will impose a much higher cost on the American people and on the industry I represent,” said Spear. “The trucking industry loses more than $63 billion every year because of congestion on our highway system. That’s 362,000 truck drivers sitting idle for an entire year. And as much as we liked the tax cut we got last year, we’re going to give it all back because that $63 billion is like a 9% tax on our industry. These are the costs of doing nothing.”

Spear also pushed the ATA’s own Infrastructure plan called the Build America Fund. The plan calls for a 20-cent user fee to be collected on wholesale purchases of motor fuel to pay for repairs and improvements. According to the ATA, such a plan wouldn’t increase the budget deficit and would add 340 billion in new revenue over the first 10 years.

Spear also cautioned Congress that not having a comprehensive infrastructure bill has led to an increase in toll roads and borrowed money from foreign governments.

“You have toll rates up to $47 for just one 10-mile trip. Rhode Island is using a loophole in federal law to discriminate against trucks by charging a truck-only toll on more than a dozen bridges,” said Spear. “And some are promoting the idea of selling off public infrastructure to the highest bidder, leaving the people who rely on those facilities to hold the bag for the multinational corporations who will reap the profits for decades after the short-term infusion of cash that states and cities get in return is spent.”

This is likely in reference on President Trump’s recently proposed $1.5 Trillion Infrastructure Plan that only provided $200 billion in direct federal investment and funded the rest of the $1.3 Trillion through tolls and private investment.

The issue is of high importance to ATA. The organization recently launched a new initiative to highlight the infrastructure problem in America called Road to a Better Future. The initiative included a new website with educational videos, and a call to action. At the Technology & Maintenance Council’s 2018 Annual Meeting Spear reiterated the ATA’s desire to play a bigger role in influencing national policy and legislation on behalf of the trucking industry.

In his testimony, Spear reiterated his point that partisan politics was not the way to solve the issue. He highlighted the fact that Ronald Regan twice raised the user fee in order to fund infrastructure.

“Roads and bridges are not Republican or Democrat; they aren’t free or cheap,” said Spear. “It’s time to stop pointing fingers and making excuses and start investing in our future.”

]]>ATA president and CEO Chris Spear spoke before Congress about the importance of a strong plan for infrastructure funding. Photo: U.S. DOThttp://www.truckinginfo.com/channel/fleet-management/news/story/2018/03/ata-urges-action-from-congress-on-infrastructure-plan.aspxHino Enters Heavy-Duty Market with XL Series Truckhttp://www.truckinginfo.com/channel/products/news/story/2018/03/hino-enters-heavy-duty-market-with-xl-series-truck.aspx
Wed, 7 Mar 2018 13:18:00 PST

Hino Trucks announced a new lineup of Class 7/8 trucks called the XL Series at the Work Truck Show in Indianapolis, Indiana. The Hino XL Series brings the company into the Class 8 market in the U.S. for the first time, which the company characterized as the next step in expanding its presence in North America.

“Considering our remarkable success in Class 4-7 in North America, and our growing global presence in the Class 8 market, entering the North American heavy duty segment makes for the next logical step. Not to mention our customers and our dealer network have been asking for this for some time,” said Yoshinori Noguchi, president and CEO of Hino Trucks North America.

Both the XL7 and XL8 models are powered by Hino’s A09 8.9L inline 6-cylinder diesel engine and will be offered in both straight truck and tractor configurations.

The different models will range from a GVWR of 33,000 to 60,000 pounds and a GCWR of up to 66,000 pounds. Max performance will top out at 360 horsepower and 1,150 lbs.-ft. of torque.

Available wheelbase selections of up to 304 inches and tandem axle, as well as fifth wheel configurations, are designed for a variety of vocational applications.

The XL Series lineup features new active safety solutions with electronic stability control – standard on tractor models – and collision mitigation systems, payload management suspension options and a body builder optimized design that was engineered for better serviceability.

Hino says that it also focused on the driver with good styling, ergonomics and amenities. It features a wide entry for easier access and what the company calls an automotive-grade finished interior. The XL Series will also feature air-ride cab and driver’s seat, hands-free Bluetooth audio/calling, steering wheel controls, LED headlights, cruise control, and air conditioning as standard equipment on every 2020 model year XL7 and XL8.

]]>Hino debuted the XL Series Class7/8 trucks, which puts it into the heavy-duty segment in the U.S. for the first time. Photo: David Cullenhttp://www.truckinginfo.com/channel/products/news/story/2018/03/hino-enters-heavy-duty-market-with-xl-series-truck.aspxSpot Freight Availability Jumps, Capacity Tightens Over Past Weekhttp://www.truckinginfo.com/channel/fleet-management/news/story/2018/03/spot-freight-availability-jumps-capacity-tightens-over-past-week.aspx
Wed, 7 Mar 2018 11:50:00 PST

The number of loads on the spot truckload freight market surged 7.6% during the week ending March 3 as rates appear poised to rebound, according to DAT Solutions, which operates the DAT network of load boards.

Truck posts declined 2% which helped push load-to-truck ratios higher from the previous week for all three trailer types.

Vans: 7.0 loads per truck, up 5%

Flatbeds: 79.9 loads per truck, up 13%

Reefers: 10.6 loads per truck, up 15%

After seven weeks of declines, the national average spot van rate was unchanged at $2.14 per mile but rates rose on 66 of the top 100 van lanes. Van load posts increased 4% while truck posts declined 1%. The current van load-to-truck ratio is about three times higher than it was at this time last year.

The national average reefer rate fell 3 cents to $2.40 per mile but the number of available loads was 11% higher than the previous week and truck posts declined 3%. Reefer load counts are roughly equal to where they were in mid-January.

Flatbed rates rose 4 cents to an average of $2.39 per mile, an increase for the fourth straight week. Capacity continued to tighten and the load-to-truck ratio for flatbeds hit its highest point in years. Extremely strong markets include Atlanta, Birmingham, Memphis, Green Bay, and Cleveland.

According to DAT, capacity may tighten in the weeks ahead with the end of the first quarter of the year coinciding with both Easter weekend and the April 1 end of the phase-in period for the electronic logging device mandate.

All reported rates include fuel surcharges. The national average diesel price during the reporting period dropped another 1.5 cents to $2.99 per gallon.

Isuzu Commercial Truck of America showed a battery-electric N-Series cabover at the Work Truck Show in Indianapolis that's now serving as a research vehicle to allow the manufacturer to gauge interest from fleets who would use the truck for certain applications.

The regular cab NPR has been equipped with battery technology that's still under development and would be rated as a Class 5 vehicle with a 19,500-lb. gross vehicle weight rating (GVWR). The vehicle at the show was modified by Nordresa, a Laval, Quebec, Canada company that manufactures electrified powertrains for commercial vehicles.

"Isuzu continues to develop and grow in order to support a new generation of transportation needs and address escalating customer requests for a potential electrical truck," said Shaun Skinner, president of Isuzu Commercial Truck of America and Isuzu Commercial Truck of Canada. "Commercial truck customer needs vary by market."

The company has begun discussions with its fleet customers who have requested a battery-electric cabover, Skinner said.

"By deploying this truck that utilizes an EV system engineered by one of the North American companies we are working with, and other companies with different electrical systems, we will be able to develop the right trucks for our customers’ needs," Skinner said. "There is no doubt that all-electric trucks are part of the future of commercial vehicles; they are part of our future as well."

]]>Photo of electric plug on NPR courtesy of Isuzu.http://www.truckinginfo.com/channel/fuel-smarts/news/story/2018/03/izusu-testing-battery-electric-cabover.aspxDaimler’s Schaefer Redefines What it Means to be Greenhttp://www.truckinginfo.com/channel/fuel-smarts/news/story/2018/03/daimler-s-kary-schaefer-redefines-what-it-means-to-be-green.aspx
Wed, 7 Mar 2018 11:37:00 PST

INDIANAPOLIS — As Kary Schaefer sees it, what’s green for trucking shouldn’t be narrowly defined. Rather, it should embrace any number of innovative advances that enhance efficiency.

“I believe that green innovation goes beyond reducing tailpipe emissions – it’s about creating a sustainable future; about providing a gateway to green,” she contended in her March 6 keynote address for the Green Truck Summit held here at the NTEA Work Truck Show.

She asked rhetorically why would active safety systems be regarded as “a green technology” before pointing out that “not only do these systems help prevent fatalities and accidents, they increase uptime and reduce cost. Many go beyond safety and provide a better environment for the driver by reducing workload, fatigue and stress.”

How safety saves

Making a business case for active safety, Schaefer pointed to a graph of internal data collected by Conway from a report by the National Transportation Safety Board on safety technology. The data compared trucks with and without active safety systems, specifically forward collision mitigation systems, electronic stability control, and lane departure warning systems

“Most significant is the reduction in rear end collisions, 71%, and crashes due to lane departures,” she noted. But at the time of the study, CMS on the market had evolved from just a warning system to providing active emergency braking on moving objects. “Now, through generations of innovation, CMS will warn and automatically brake on moving and stationary objects.

“I had one very large commercial fleet tell me that before they installed safety equipment on their equipment (CMS, ESC and LDW), one in four of their vehicles would experience a crash. The average cost of repair for each was around $7800. For trucks where they had installed CMS and ESC, the rate of crashes dropped to one in 19 and the average cost to $350.” I had another fleet tell me that installation of forward collision mitigation systems has eliminated rear end collisions from their fleet.

Schaefer then remarked that the resulting jump in uptime improved asset utilization and saved money. “All of those things contribute to sustainability. Not to mention reducing injuries.”

As for what’s coming, she predicted that we will see systems able to warn and fully brake on pedestrians using data from radar and camera. In addition, cameras integrated with the operation of the vehicle will be able to recognize traffic signs. That information can be used to reduce speeding or adjust cruise speeds. She noted that cameras also offer improved outward visibility and off- board video can be used to capture critical events.

“Combined with adaptive power steering, we will be able to offer lane departure protection that will steer or nudge the vehicle back in the lane in the case of an inadvertent lane drift,” Schaeffer advised. “The next generation of side-object detection systems will warn the driver of objects in case of a lane change or urban turn maneuver. And turn assist will function even at a standstill to monitor for pedestrians, cyclists, and other cars.”

Myth of connectivity

Turning to connectivity, Schaefer sought to dispel “the myth” that connectivity is only important for on-highway applications. “It’s equally important for vocational since connectivity keeps fleet managers informed to minimize downtime, which can drastically improve their business profitability. Connectivity data can accurately track maintenance and repair needs, and avoid pulling a vehicle in for repair too early or worse – too late.”

She pointed out that construction fleets are typically much smaller “so a down truck can mean the difference between winning or losing the next job.” On the other hand data obtained via connectivity can “accurately track maintenance and repair needs, and avoid pulling a vehicle in for repair too early or-- worse – too late.” And refuse fleets are using connectivity data to track and improve driving behaviors to increase safe vehicle operation as well as help reduce environmental impact by cutting fuel consumption.

Schaefer said Daimler “wants to remain very connected to our customer to understand all the ways they want to use vehicle data so that we can continue to provide solutions that make sense for their business. The biggest challenge for us all will be how to deal with all of this data and turn it into actionable intelligence— to go from information to wisdom.”

Powering it all

Lastly, Schaefer dived into what’s happening with what she called “propulsion technology,” focusing her remarks on all the attention being paid of late to electric power in the commercial space.

She said that “a lot has happened in the last 12 months to create excitement and interest around electric vehicles,” including “big announcements” from the likes of Daimler, Cummins, and Tesla. “I am sure many of you here think – yeah, big deal – we have been dabbling in hybrids and electric vehicles for years but [those] big announcements definitely overshadow some of the activities in the work truck industry.”

If electric vehicles have been around for a while, Schaefer asked, what has changed to spark so much activity? “Well, battery technology has improved, costs have declined, and regulations on the pass car side to reduce or eliminate emissions have all created this push.” But, she stressed “the business case for trucks is not a slam dunk.”

She said the challenges facing electric trucks start with reduced range. “For electric vehicles, range fluctuates considerably based on several factors. Loads, speed and temperature all have an impact on range” Demands from vehicle auxiliaries, such as power steering, air compressors, cooling systems and HVAC can also diminish range, as well as body equipment run off the battery.

What’s more, battery cell temperatures need to be kept in a narrow range to run efficiently and high or low ambient temperatures cause batteries to lose capacity. “The amount of installed battery capacity will diminish over time through use,” added Schaefer. “And this loss of capacity and ability to fully charge batteries will reduce the range.”

Another hurdles for electric trucks is reduced payload from the added weight of battery packs. “Payload is not much of a consideration for work trucks, but the increased weight of batteries has to be considered as some applications are more sensitive to weight than others.”

Schaefer explained that it’s the battery pack that’s integrated into the vehicle that adds weight. Desired range dictates the size of the pack. “The greater the range, the more packs and the more increased weight.”

Then there’s the cost of those battery packs. “Initial cost is only one piece. Battery life may not last the life of the vehicle and may require replacement. Residual values may also be impacted.” She said there is some good news: “There are more and more [government] incentives out there to offset these costs.”

Schaefer noted that operators must also factor in electricity costs in their area. Prices for electricity range from .05 cents in Washington State to almost $.13 cents in parts of the Northeast. California is considered the average at roughly $.11 cents. Electricity prices change hourly depending on demand so it makes it tricky to determine operating costs.”

Charging it

And of course you can’t go far without a charge. “Charging infrastructure is probably the most unknown aspect of the battery-electric vehicle equation,” said Schaefer. “And depending on the size of the batteries and type of charger, charging times can take several hours.”

She said it is important to understand that battery charging from full depletion to full charge occurs in stages. Charging from 0-80% occurs much more slowly to avoid battery damage and requires the other half of the charge time. “DC Fast Chargers provide the quickest charging option, upwards of 100-125kW, however, they place a significant burden on the charging infrastructure, particularly if multiple vehicle are charging simultaneously at the same location.” And there will “definitely be an impact to grid infrastructure.” Depending on existing infrastructure and power demand, that could mean “anything from a transformer upgrade to a new substation” being required for some fleet operators wanting to charge electric trucks.

“Regardless of these hurdles, we know that battery electric power for commercial vehicles will be part of the future of transportation and Daimler is committed to invest and work with our customers on how to ensure this fits into their business,” Schaefer stated.

Natural gas remains a great alternative

Schaefer also said that natural gas continues to be “a great alternative to diesel for those operators that have invested in infrastructure, or have readily available source of nat gas for their fleet.” She said natural gas trucks come with noise abatement advantages and are similar to the serviceability of diesel powered products. There are some additional requirements for technician training and equipment, but these are considered “pretty minor” for most operators.

“While the range of this fuel option is no longer an issue and fueling infrastructure has widely improved, purchasers of nat gas trucks are still faced with a cost premium at the point of purchase and when considering the current price of diesel, realizing the payback in this fuel option from a cost of ownership perspective can be a challenge,” Schaefer remarked. “We will see how this plays out in parts of the country that are pushing for near zero emissions regulations.”

Wrapping up, Schaefer said all the talk of alternatives “brings us back to diesel and why it will continue to be around for a long time.” She pointed out that diesel’s great advantage is its power density and said that “innovations in diesel technology will continue to be critical to ensure a green, sustainable future. “

“Green innovation means much more than emissions,” she concluded. “It’s how you run your business and how you drive cost and waste out, and drive uptime and efficiency in to create a sustainable future.”

Attendees of the 2018 Work Truck Show can experience Ford Motor Co.’s new Pre-Collision Assist with pedestrian detection, which is now standard on 2019 Transit Connect compact vans.

Via a one and a half minute virtual reality (VR), show attendees have the opportunity to not only see the dangers of distracted driving, but get a feel of how the vehicle will feel when Pre-Collision Assist is activated.

“It’s hard to get that full experience as a driver at a trade show,” said Julie Ellenberger, a Ford brand manager. “We wanted to create this new virtual reality experience to really help people understand how the feature works and how it could help them in their everyday lives.”

If the system detects an impending collision, a warning light will appear on the instrument cluster and an audible alert will sound. If the driver does not respond to the alerts by stepping on the brakes, the brakes will precharge and automatically apply themselves if needed.

The feature has already been programmed on to select vehicles, such as Ford passenger wagons revealed at the Chicago Auto Show in February. Ellenberger says that response to the feature has been very positive.

“We’re really excited because this is one of the biggest asks from our fleet customers,” she said. “We knew that this was a feature that not only our fleet customers wanted but all of our customers would benefit from and that’s why we really pushed to make it a standard feature.”

For attendees at the Work Truck Show, Ford’s booth features three cargo vans with different configurations and upfits. The VR experience allows consumers to get a feel for the interior of the vehicle from the driver seat. Sights and sounds of driving through a city environment eventually lead to a distraction, causing the driver to not see on obstacle on the road ahead. At this point, the Pre-Collision Assist kicks in, stopping the vehicle.

To actually experience the vehicle stopping on its own, helps to give people that peace of mind,” Ellenberger said. “The more and more vehicles that have this feature, the better off we’re all going to be.”

Ford’s VR experience can be found at Booth #3239 at the Work Truck Show 2018 in Indianapolis.

Mack Trucks has added new features to its Granite Medium Heavy Duty (MHD) truck, aimed at increasing its versatility and enabling more cost effective choices for customers that need a durable and light work truck.

The enhancements include a new horsepower rating, under-frame exhaust system, a shorter wheelbase 4x2 configuration, and a tractor configuration to expand the applications coverage for the MHD.

“Vocational customers have a wide variety of needs,” said Tim Wrinkle, Mack Trucks construction product manager. “Some require lighter weight options but still need their trucks to meet the difficult demands of the application. The MHD model delivers both without compromise.”

The MHD, equipped with the Cummins L9 engine, now features a lower horsepower option, allowing customers to spec an engine with 330 horsepower and up to 1,000 ft.-lbs. of torque. The lower horsepower rating offers customers another option that may increase return on investment.

A new under-frame exhaust gives customers more options for body adaptation, further expanding application capabilities, such as tankers, flatbeds, box trucks, cranes, and certain municipal applications.

The MHD model can be spec’d as a Class 7 or Class 8 vehicle, is offered in either an axle back or axle forward configuration, and is available as a 4x2 or 6x4, offering customers the flexibility to choose between a heavy-duty and a lighter-weight medium-duty option. An axle back tractor option meets the needs of light tractor applications requiring maneuverability, flexibility, and durability without extra weight.

A shorter wheelbase is also now available for the MHD model in the 4x2 configuration, ideal for the 10-foot dump body commonly used in municipal applications, and providing a more maneuverable, cost-effective option.

Valvoline says its new Premium Blue One Solution 9200 is the first engine oil approved for use in natural gas, diesel, and gasoline engines.

“The purpose of Premium Blue One Solution is to dramatically simplify the fill process for fleet managers, enabling one proven product to be used across a number of engine applications,” said David Young, vice president of Valvoline Heavy Duty, in an announcement at the Technology & Maintenance Council’s annual meeting in Atlanta, Georgia.

Valvoline Premium Blue One Solution was initially developed as part of Valvoline’s close relationship with Cummins Westport, which has introduced a new series of low-emission natural gas engines.

The resulting engine oil is available in 10W-30 and 15W-40 SAE viscosity grades. Valvoline says it offers excellent oxidation resistance and TBN retention to support long oil life. At the same time, Valvoline says, it offers outstanding wear protection and superior deposit protection compared to industry requirements. And the viscosity shear stability is “amazing,” says Roger England, technical director. As a result, Valvoline says oil drain intervals will be able to be extended.

“While there were previously oils in the marketplace that could be used in diesel and gas engines, there was not one approved across all fuel types – until now,” Young added.

England told HDT that the ability to develop a single oil for the three types of engines was made possible by changes in engine combustion technology. As today’s engines have been designed to be more efficient, he explained, they run hotter and at higher pressures – which present oil challenges similar to those faced by oils for natural gas engines.

Pricing is still being finalized, but the oil will be priced similar to other natural gas oils, which is higher than typical diesel oils.

Noregon has issued a major update for its in-shop diagnostic and repair solution, JPro Professional 2018 v1. The release includes an improved NextStep troubleshooting and repair module, an education portal, a virtual truck for hands-on learning, and increased bi-directional tests.

NextStep now has tighter integration with JPro Professional, allowing users to perform many functions directly from the application. This is an industry first, where interactive real-time fault data and service information reside in the same application, according to Noregon. Technicians can view and clear fault data and launch bi-directional test directly from NextStep.

“We always look for ways to improve our products that will speed repairs and, in turn, improve vehicle uptime," said Dave Covington, chief technology officer for Noregon. “We use a component-based lookup; meaning if a new vehicle has components with existing coverage, users will not experience any lapses when working on that vehicle. This is different from many similar databases which store repair information based on VINs, slowing the process of updating coverage.”

Along with the integrated NextStep product, a standalone portal named NextStep Net is also available. It provides easily searchable troubleshooting guidance and fault information available on internet-connected PCs and tablets. NextStep Net is available as an a la carte solution or provided at no additional charge to JPro subscribers with the integrated NextStep.

Educational Improvements

The latest release of JPro also implemented features that demonstrate the company’s commitment to education.

Among the enhancements, is a feature dedicated to the regen process. The application alerts users from multiple screens if a forced regeneration is required or inhibited, and coaches the user as to why the vehicle is in a particular regen zone. Users have access to soot load information, derate and regeneration requirements, and a recommendation based on the vehicle’s current state in order to guide them to make the best decision for that vehicle.

Users who purchase the course have access to training materials and practice quizzes to expand their knowledge of the tool. Once users feel comfortable with the training materials, there is a 50-question final exam. Users who pass the final exam become certified; earning a diploma, and JPro Certification patches to sew on their work uniforms.

TripVision Upgrade

Noregon also announced a major upgrade to TripVision, a real-time fleet asset and performance management solution. TripVision offers vehicle health and safety monitoring features that monitor fleet vehicles and present actionable information to dispatchers to maximize uptime and decrease the number of unexpected breakdowns a fleet experiences.

"We have added features that present fleets with cost-saving opportunities by pinpointing issues affecting a vehicle’s performance," said Gilliam. "Addressing these issues will lead to improved fleet optimization."

TripVision is now available in both the Apple and Google Play stores for iOS and Android devices.

ATLANTA — Seeva Technologies is a father and daughter start-up that has developed a heated windshield washer fluid dispenser that can keep everything from windshields to cameras, Lidar, and other sensors clean in inclement weather, dirty and dusty conditions and even through swarms of insects.

The company recently raised $2 million in seed funding to grow its team and continue developing product solutions for mobility.

With autonomous vehicles and advanced driver assistance systems beginning to mainstream, one of the current limitations of these vehicles is their inability to see in poor weather and environment conditions such as bugs, mud, snow, freezing rain and ice. With Seeva's patented washer fluid heating system, Seevatherm, sensors can be quickly cleaned to maintain visibility and keep passengers safe.

Seeva is a combination of the English word "see" and the French word "va" which means go.

"When Jere Lansinger, my co-founder and dad, retired from Chrysler after forty years as an automotive engineer, he took with him an approved list of projects he continued to tinker with into retirement. This is how Seeva started," said Diane Lansinger, co-founder and CEO of Seeva. "Realizing the visibility problems facing autonomous vehicles and advanced driver assistance systems, Jere created a washer fluid heating product that cleans and helps these vehicles see more safely and reliably.

Work Truck named Isuzu Commercial Truck of America's (ICTA) Class 6 FTR cabover its 2018 Medium-Duty Truck of the Year and presented the award today at the Work Truck Show in Indianapolis. This marks the third win for the truckmaker since the award was first presented 11 years ago.

Professional fleet managers chose the truck from among nine vehicles that were included on an online ballot. They were asked to consider which medium-duty truck model best fit their fleet requirements for application effectiveness, durability, quality, servicing, maintenance, and lifecycle costs.

"Thank you to all the readers of Work Truck magazine for this honor for the third time in six years," said Shaun Skinner, president of ICTA. "We are all very proud of the all-new Class 6 Isuzu FTR, and this year's honor is particularly rewarding for us since the FTR is not your typical Class 6 truck."

"Its low-cab-forward design and proven 5.2L four-cylinder engine allows for great maneuverability and excellent fuel economy, and we are confident it will be the truck for the future," Skinner said. "We are excited to see that the readers of Work Truck share that same confidence and voted the Isuzu FTR as Medium-Duty Truck of the Year."

The FTR is powered by a 5.2L 4HK1-TC turbocharged four-cylinder diesel engine mated to a 6-speed Allison automatic transmission with power take-off (PTO) capability. The truck features eight wheelbases to accommodate bodies from 14 to 30 feet, increased forward visibility, and a turning diameter of 43.7 to 65 feet.

International Truck launched a new medium-duty Class 6/7 vehicle called the MV Series at the 2018 Work Truck Show in Indianapolis, Ind. The MV Series was the final piece of International’s Project Horizon product refresh, reflecting the company’s initiative toward improved cab design and includes the same driver-centric features seen in the company’s Class 8 vehicles.

“Project Horizon was focused on delivering new levels of efficiency to customers, creating unparalleled driver satisfaction and leveraging the smartest technologies available,” said Michael Cancelliere, president, truck and parts. “The MV Series delivers on those promises by combining uncompromising reliability with enhanced productivity for the driver, maintainer and upfitter.”

MV Series Driver-Centric Design

The MV Series was designed to be easily configured for the desired application. Features include new cab doors with a lower bottom glass edge and removed vent window, giving the driver a single large piece of glass to look through to improve side visibility and reduce blind spots.

By reshaping the doors and side glass, the position of the optional pedestal mirrors was optimized so drivers turn their heads less and keep their eyes on the road while reducing neck strain. A new gauge cluster with a digital driver display was added to give drivers real-time monitoring of vehicle operation and other important alerts in clear sight. The display also offers up to 15 customizable digital gauges.

The instrument panel features a customizable digital display which can be configured to suit the application. The flat-panel dash contains space for up to 30 customizable switches ensuring functionality for any type of body that is mounted on the back. The switches employ large text and are back lit for easy viewing at night.

A column-mounted stalk shifter was integrated to help keep drivers’ hands on the wheel and eyes on the road. The new stalk shifter placement and the lower instrument panel design improves leg room for the driver, especially at the knee.

The MV Series is also equipped with an improved HVAC system, designed for reliability, which includes a high-performance Max defrost feature. An additional vent has been added to help keep the middle front passenger comfortable.

Diamond Logic and OnCommand Connection

The MV Series also features Diamond Logic, an electrical system that streamlines chassis and body equipment integration and allows customers to program automated tasks. Through Diamond Logic, the MV Series offers customers nearly 200 factory available body integration and driver efficiency features, plus the ability to customize infinitely more vehicle functions.

“Our Diamond Logic electrical system is known for its ability to provide control and communication between trucks and body equipment,” said Jeff Sass, senior vice president, sales and marketing. “We were a pioneer in custom programmable chassis electronics and multiplexing, and we continue to partner with end users and body builders to further increase productivity and make it easy to integrate with our system.”

The MV Series can also be equipped with the OnCommand Connection platform which features an advanced remote diagnostics system as well as over-the-air programming that allows drivers sand fleet managers to initiate authorized engine programming over a secure Wi-Fi connection. OnCommand Connection telematics, including telematics hardware and monthly data packages, are also available through International Truck dealers or through OnCommandconnection.com.

Designed for Upfitting

“As a result of customer and Truck Equipment Manufacturer feedback during the design process, we have designed the MV Series to seamlessly integrate with any body solution,” said Sass. “This truck can be easily configurable for any application.”

The MV Series is available in a variety of specifications: regular cab, extended cab, and crew cab. It is available with the choice of either the Cummins B6.7 or L9 engine. The standard transmission on the MV Series is the Allison 1000 HS automatic, with Allison FuelSense 2.0, with DynActive Shifting as an available option that features a torque converter to provide variable shift points based on vehicle configuration operating conditions.

International is currently taking orders for the MV Series, and market availability is slated for spring 2018.

]]>The International MV Series is a new Class 6/7 truck designed to be easily upfitted. Photo: David Cullenhttp://www.truckinginfo.com/channel/equipment/news/story/2018/03/international-launches-mv-series-class-6-7-truck.aspxRam to Offer Verizon Connect-Powered Factory Telematicshttp://www.truckinginfo.com/channel/fleet-management/news/story/2018/03/ram-to-offer-verizon-connect-factory-telematics.aspx
Wed, 7 Mar 2018 08:00:00 PST

Ram Commercial will offer a comprehensive telematics package from Verizon Connect on select Ram commercial vehicles as part of a partnership with the connected vehicle provider announced at the Work Truck Show in Indianapolis.

The solution, Ram Telematics powered by Verizon Connect, is a telematics and mobile workforce management software platform. It will help customers save money, increase driving safety, and improve operations by providing critical information businesses of any size can use to optimize their fleets, according to Verizon Connect.

Ram Telematics powered by Verizon Connect will be available this year on new Ram trucks and can also be installed on select 2015 model year and newer light-duty, heavy-duty and chassis cab trucks. Ram Telematics will also be available on Ram ProMaster and ProMaster City commercial vans later this year.

“Combining a high-quality, reliable Ram truck experience with improved end-customer and employee experience is a game changer for a fleet business of any size,” said Susan Heystee, senior vice president of worldwide OEM sales at Verizon Connect. “This technology can give businesses the tools to make a significant impact on their productivity, efficiency and bottom line.”

Chevrolet is squarely back in the medium-duty commercial truck market with the unveiling of three Silverado HD chassis cab trucks — the 4500HD, 5500HD, and 6500HD — that expand its commercial lineup and give Chevrolet a greater weight range of vehicles for fleet purchasers. Chevrolet first showed the vehicles at the Work Truck Show in Indianapolis.

"We see a great opportunity for us with this truck," Ed Peper, U.S. vice president of GM Fleet, told Work Truck. "In the six years I've been with General Motors Fleet, this is the single biggest launch we've had happen in our space. This has been a hole in our commercial portfolio, and we are excited to re-enter the market moving all the way up to Class 6."

The trucks will now represent GVWs from 15,000 pounds in Class 4 to 22,900 pounds in Class 6. Chevrolet hasn't offered a medium-duty chassis cab truck since 2009.

This is a "Silverado on steroids," according to the automaker. The trucks will be powered by a standard Duramax 6.6L turbo-diesel engine, which is the only engine available on the Silverado, and mated to a choice of Allison transmissions. The trucks will achieve 350 hp at 700 lb.-ft. of torque. They will be offered in seven wheelbase options, two trims (WT and LT), and a Crew Cab and Regular Cab variant, providing a number of available configurations for vocational fleet needs.

A few special features include tilt hood, which will make maintenance a breeze. Sometimes referred to as a "clamshell" design, the hood is hinged at the front. The truck's hood and fenders all tilt forward nearly 90 degrees, giving the operator or tech full access to the engine compartment.

Another key exterior aspect is in the center bar in the truck's grille. The bow-tie is open, allowing even more airflow into the engine compartment, just like the Chevrolet Camaro Z28.

"On this particular truck, we've looked for as much feedback as possible and done more canvassing of stakeholders within the industry than anything we've ever done," Peper said. "We believe it's going to be a smashing success."

Chevrolet is coming back to the medium-duty market in a big way. Not only has the automaker launched the 2019-model-year Chevrolet Silverado 4500HD and 5500HD, but it didn't stop there. Hiding in the wings was another truck — the all-new, Class 6 Silverado 6500HD.

"We see a great opportunity for us with this truck. In the six years I've been with General Motors Fleet, this is the single biggest launch we've had happen in our space," said Ed Peper, U.S. vice president of GM Fleet. "This has been a hole in our commercial portfolio and we are excited to re-enter the market moving all the way up to Class 6."

The trucks will now represent GVWs from 15,000 pounds in Class 4 to 22,900 pounds in Class 6.

Medium-Duty Trucks Build on Silverado Brand

The new 4500HD, 5500HD, and 6500HD medium-duty trucks expand the already trusted lineup and build on the Silverado nameplate.

"We are leveraging the strength of the Silverado name with the new medium-duty lineup," said John Schwegman, U.S. director of commercial product for GM Fleet.

The trucks will appeal to a broad vocational focus encompassing landscaping, towing/wrecker, construction, utility, water and gas, the larger side of plumbing, communication, and rental fleets. The new medium-duty trucks are further increasing the payload available in the Silverado lineup.

"We had a number of customers note that a 19,500-pound GVW is great but some of the gas and utility fleets are maxing out on payload," Schwegman said. "So, we are giving customers an additional 3,000-plus pounds in a Class 6 that isn't as expensive as competitor models."

The new trucks were designed with customers in mind, including upfitting needs.

"The truck features very durable, one-piece straight frame rails. In addition, we use huck bolts to attach crossmembers to the frame versus rivets on top of the frame used on competitor models, which means the top of our frame is clean. In addition, we will be painting the chassis black for corrosion protection," Peper said. "From an upfitter standpoint, we offer several wheelbase and cab-to-axle options — seven on the regular cabs and three on the crew cabs. It's going to be an upfitter's delight."

GM brought in several big upfitters early in the process to ensure they had the voice of the customer front-and-center in the design of the truck.

"The configurations, cab-to-axle offerings, and selection of features were based on meetings with our dealer advisory board," Schwegman added. "We talked to select customers on the wrecker and bucket truck side of the business, as well as a few other industries. We made several modifications based on their input along the way."

According to Peper, the new Silverado trucks will be a great complement to the Chevrolet Low Cab Forward truck, meeting additional fleet needs including access to more rugged terrain.

"The Silverado is a conventional truck. The Low Cab Forward is playing well in more urban, delivery-type settings. Around upward of 80% of the trucks are upfitted as box trucks. The Silverado medium-duty will be able to go where the Low Cab Forward will not," Peper explained.

You'll see the Silverado on construction sites, on oil fields, and working power lines as bucket trucks. While the GVWs overlap, the applications have very limited overlap.

Another difference with the new trucks is how they will be sold. "We are going to spend a lot of time training our commercial dealers. While many of the good dealers understand this market, our ultimate goal is to have dealers certified to sell this truck," Peper said. "We want to bring back a modern version of our 'commercial college' to train dealers to be experts on these trucks."

GM expects around 500 dealers will want to participate as part of the medium-duty dealer network. This is compared to the approximately 260 Chevrolet Low Cab Forward dealers.

Powered by a Duramax Diesel Engine

This is a "Silverado on steroids," according to the automaker. The trucks will be powered by a standard Duramax 6.6L turbo-diesel engine, which is the only engine available on the Silverado, and mated to a choice of Allison transmissions. The trucks will achieve 350 hp at 700 lb.-ft. of torque.

The trucks will be offered in seven wheelbase options, two trims (WT and LT), and a Crew Cab and Regular Cab variant, providing a number of available configurations for vocational fleet needs.

The trucks also feature an 11,000-pound rear axle, with up to 15,500 pounds available increasing the number of upfits that can be installed without additional, expensive reinforcements.

A 150-amp alternator is standard or fleets can spec available 220-amp or dual alternators (150- and 220-amp).

Looking at the exterior of the medium-duty trucks you will see the recognizable Silverado branding.

From the twin powerdome hood to the debossed Chevrolet branding on the top of the grille, the medium-duty trucks are stylish as well as functional.

"The refinement of the cab is something unexpected in this segment," Peper noted. "We have inlaid doors and a quiet cab for a comfortable ride."

Special Features Include Tilting Hood

A few special features include tilt hood, which will make maintenance a breeze. Sometimes referred to as a "clamshell" design, the hood is hinged at the front. The truck's hood and fenders all tilt forward nearly 90 degrees, giving the operator or tech full access to the engine compartment.

"Our new, tilt-style hood differs from the alligator-style hood you seen on other trucks in this space. It allows you to walk right up to the engine without reaching over a fender or having to pull out a ladder simply to perform simple maintenance," Peper explained.

In addition to the new, tilt-style hood, an up to 50-degree wheel cut further allows someone to walk right up to the engine without reaching over a fender or getting out a ladder to perform basic maintenance.

According to the automaker, driver visibility was a key aspect of the truck's overall design. "We also believe the increased driver visibility is going to be a plus. We have a lower hood design, which provides increased downward driver visibility," Peper said.

The cab also sits higher than other Class 6 trucks, further increasing driver visibility.

Another key exterior aspect is in the center bar in the truck's grille. The bow-tie is open, allowing even more airflow into the engine compartment, just like the Chevrolet Camaro Z28.

The single-piece, straight frame design will ensure the truck is clean and work-ready for the upfitter community, with a clean top-of-frame and minimal intrusions. Additionally, the truck features a clean back-of-cab for further ease in working with numerous upfit options.

Auxiliary Equipment and Ergonomics

Additionally, the trucks will feature seven switch banks for use in lighting and power take-off (PTO) needs, among others as well as an optional set of switches a customer can upgrade to.

Moving inside the trucks, drivers will notice the same familiar Silverado interior with comfortable, durable, and stain-resistant seats and a number of driver-focused features.

Ergonomics and overall driver comfort were very important in the design of the new medium-duty Silverado trucks. The controls are high up and easy to reach, and the dash features easy-to-read buttons and displays. All controls have been organized into groups, such as infotainment, HVAC, switch bank, etc. Finally, the Trailer Brake Controller is located at the top of the dash for easy driver access.

A rear-vision camera system is available with the display integrated into the radio (a 7- or 8-inch diagonal display).

OnStar will be standard on LT trims and optional on WT trims. Both trim levels feature the Chevrolet driver infotainment system.

When OnStar is ordered, fleet customers will be able to choose from various fleet telematics solutions, including Commercial Link and Telogis. "This means there is no need to install extra, third-party hardware, it's already on the truck," Peper said.

Over the past four years, GM has grown its commercial business 51%.

"I think we've been doing it the right way by putting the customer at the center of everything that we do. When I think about the three pillars that we continue to have for our business: our great products, innovative business solutions, and exceptional customer experience, this truck fits perfectly into those pillars," Peper said. "On this particular truck, we've looked for as much feedback as possible and done more canvassing of stakeholders within the industry than anything we've ever done. And, we believe it's going to be a smashing success," Peper concluded.

Ford's 2019 Transit Connect compact cargo van is adding a diesel engine option, fleet model that can be easily converted to run on gaseous fuel, and array of driver-assisting features to reduce accidents for commercial users, Ford announced at the Work Truck Show in Indianapolis.

The upgraded model will offer three engines capable of running on five different fuels to give commercial and government fleets many choices to find the right engine for their needs. The 2019 Transit Connect will offer a standard 2.0L inline four-cylinder, 1.5L EcoBlue diesel, and 2.5L inline four-cylinder exclusively for fleets.

The base engine, which includes auto start-stop technology, delivers power through an eight-speed automatic transmission to achieve low-rpm cruising on the highway and responsive performance. The E85-compatible engine comes with a standard heavy-duty battery and available heavy-duty alternator to supply power for upfit applications.

The EcoBlue diesel should achieve an EPA-estimated 30 mpg on the highway, according to Ford. The engine combines the latest in fuel injection, turbocharging, and emissions-control technologies to reduce fuel consumption. The engine is also fitted with the 8-speed transmission.

The exclusive fleet model pairs its engine with a 6-speed automatic transmission. Ford is offering a factory gaseous fuel package that allows fleets to more easily convert it to run on compressed natural gas (CNG) or propane autogas.

The base model and diesel engine come with EcoMode and EcoCoach, which monitor fuel economy and encourage fuel-efficient driving behaviors.

“The original Transit Connect’s compact size resonated with customers searching for a more maneuverable and efficient commercial van,” said Tim Stoehr, Ford's general fleet marketing manager. “We’ve enhanced Transit Connect’s available technology and powertrains to keep up with what our customers need. It is a critical tool with smart features to help improve productivity out in the field.”

Transit Connect will also boost driver-assisting technologies and make more of these technologies standard equipment, including automatic emergency braking. The cargo van also offers standard pre-collision assist with pedestrian detection, side wind stabilization, and a rear-view camera.

Available technologies include a blind spot information system with cross-traffic alert, a lane keeping system, and adaptive cruise control.

Transit Connect now also includes standard embedded 4G LTE modem that provides Wi-Fi for up to 10 devices, while an available 6.5-inch floating touch screen running SYNC 3 helps drivers keep their eyes on the road as they field customer calls and text messages hands-free or navigate to job sites.

Available wireless phone charging is a segment-first feature, according to the automaker, which keeps compatible mobile devices topped off and ready for service. FordPass helps monitor small fleets, including driver location, fuel level, tire pressure and more. Ford’s MyKey programmable ignition key remains standard for Transit Connect XLT enabling owners and fleet administrators to preset warnings and limits for vehicle speed while restricting the entertainment system’s audio to 45% of maximum volume.

Transit Connect’s interior has also been rethought. Redesigned front seats with new seat foam offer enhanced comfort over the previous model.

With city-friendly dual sliding side doors, a wide and flat load floor finished in durable vinyl, near-vertical walls and integrated tie-downs, the Transit Connect boasts flexible and generous cargo-carrying and towing capability. Loading a 48-inch pallet via forklift is easy with 180-degree swing-out rear cargo doors that can be locked in the open position.

With a 38.3-foot curb-to-curb turning diameter, short-wheelbase Transit Connect can maneuver and park on tight city streets. Transit Connect also provides a towing capability of 2,000 pounds when paired with the available tow package. It’s engineered for maximum durability and service intervals to mitigate downtime.

In addition, the new Transit Connect Cargo Van is customizable, with substantial support from aftermarket upfitters and suppliers for interior cargo management solutions, ladders, and roof racks. Businesses ranging from mobile dog grooming to pipefitting will benefit from the ease in upfits.

The 2019 Ford Transit Connect Cargo Van goes on sale this fall. It can be purchased and serviced at more than 3,000 Ford dealers nationwide, including more than 650 dedicated Commercial Vehicle Center dealers.

Mitsubishi Fuso Truck of America will begin selling its gasoline-powered 2019 FE cabovers this month, after showing production-ready versions at the Work Truck Show in Indianapolis.

A General Motors-sourced 6.0L V-8 will power a Class 4 and Class 5 FE cabover. The Daimler AG-owned unit will also show a production-ready model of its battery-electric eCanter. The trucks will be sold alongside diesel models.

Class 4 models will include the FE140 (14,500 lb. GVWR) and the FE160 (15,995 lb. GVWR). Later this year, Fuso will offer the Class 5 FE180 (17,995 lb. GVWR), which would be the first gasoline-powered Class 5 cabover. In all models, the PSI-GM V-8 engine will make 297 horsepower and 361 pound-feet of torque.

Fuso will eventually offer a gaseous-prep package from the factory to allow buyers to use compressed natural gas (CNG) or propane autogas. The trucks come equiipped with a 40-gallon rear-mounted fuel tank.

The gasoline engine will be paired with an Allison 1000 automatic transmission with Fuel Sense 2.0 transmission management software, including DynActive shifting technology that improves fuel economy by as much as 6%. The software uses a Neutral-at-Stop feature that further reduces fuel consumption.

The FE gasoline trucks will also arrive with enhancements in the cab's interior, including improved driver seat bolstering. The seat cushion has been extended and the seatbelts are now red for higher visibility.

Instrument cluster colors have been improved under various lighting conditions, and the trucks now come with an LED cabin light. Storage space has been enhanced with a new driver side console, floor tray, and sun-visor pocket.

The truck is available with a black-on-black color scheme with silver trim accents in the interior. The cab improvements will also be offered on diesel-powered trucks.

Fuso will assemble the models at the Freightliner Customer Chassis Corp. (FCCC) plant in Gaffney, S.C.

EcoStar III automatically turns the engine off and on after the vehicle has been placed in Park for a programmable set amount of time. Using Bluetooth and a simple mobile app, EcoStar III is configurable to custom conditions and can pull data for tracking idle time reduction and fuel savings.

The EcoStar III works with the key in or out of the ignition to keep the vehicle secure as well as prevent unnecessary idling.

The system will monitor battery voltage and interior temperature (optional feature) to restart the engine if any of the specific condition settings are exceeded. It also includes high idle for a faster battery charge and better AC performance.

EcoStar III can be installed using plug and play connections on a work truck, fire truck, cutaway-bus, and ambulance vehicles.

Volvo Trucks is now able to offer its customers the ability to remotely update its proprietary engine and powertrain systems on select truck models. The company made the announcement at the Technology & Maintenance Council Annual Meeting in Atlanta.

Volvo calls the new system Remote Programming. It is a new addition to Volvo’s established, and standard, Uptime Service telematics system. According to Conel Deedy, director of Uptime Services for Volvo, the truck maker has successfully updated approximately 1,300 remote powertrains since June of last year, saving those customers an estimated 600 days of downtime or more in the process. He noted that half of those updates were handled by the driver of the truck, with the other half being completed by technicians.

When Volvo determines an engine or other powertrain updated is required, a customer service representative from the company’s Uptime Center reaches out to a fleet or owner-operator to set up a convenient time to complete the process. At the designated time, the truck has to have the ignition on and the parking brake set, with a cellular or Wi-Fi system enabled. Pardue said the entire update typically takes around 20 minutes to complete.

“Uptime isn’t just a marketing word we toss around lightly. It’s about the people, processes and technology we implement to meet our customer commitments,” said Deedy. “Remote Programming is already delivering strong uptime improvements. We see great potential for further improving truck availability and the ownership experience as we build on the platform and capabilities we’ve developed over more than two decades.”

In addition to software updates, Remote Programming can deliver parameter changes to the road speed configuration and allow owners to change between operating modes for optimal fuel efficiency, maximum performance, or a balance of fuel efficiency and performance.

]]>Remote Programming allows Volvo customers to perform over-the-air powertrain software and parameter updates anywhere in the U.S. and Canada where a cellular connection is available. Photo: Volvo Truckshttp://www.truckinginfo.com/channel/products/news/story/2018/03/volvo-announces-remote-powertrain-programming-capabilities.aspxMack Announces Over The Air Remote Powertrain Updateshttp://www.truckinginfo.com/channel/products/news/story/2018/03/mack-announces-over-the-air-remote-powertrain-updates.aspx
Tue, 6 Mar 2018 12:49:00 PSTLate last year at the North American Commercial Vehicle Show in Atlanta, Mack Trucks announced its intention to have an over the air, remote software update capability for its GuardDog Connect telematics systems in early 2018. Flash-forward to the Technology and Maintenance Council Annual Meeting, currently underway, and the company has delivered on that promise.

Mack Over The Air is a new remote system that updates engine and powertrain software on Mack trucks equipped with Mack 2017 or newer engines. At a press conference held on the show floor in Atlanta, David Pardue, vice president of connected vehicles and uptime services for Mack said that “Mack Over The Air enables customers to ensure their trucks are operating at an optimal level without disrupting their schedules in today’s hypercompetitive just-in-time economy.”

“This is just the latest step in our journey to provide industry-leading uptime for our customers.”

Since going live in Oct. 2017, Pardue said 20 customers and about 3,500 vehicles have benefited from Mack Over The Air. Mack has performed more than 380 updates, saving customers more than 500 days of downtime and decreasing the time needed to do a software update from days to minutes.

Mack Over The Air is powered by GuardDog Connect, which also provides proactive monitoring and repair planning for 65,000 in-service Mack trucks. Mack Over The Air uses GuardDog Connect - standard on all Mack models with Mack engines - to deliver software and parameter updates directly to customers’ trucks.

Mack OneCall uptime agents in the company’s 24/7 Uptime Center work with customers to schedule the updates based on when it works best for their operations. Once the update begins, Pardue said it generally took around 23 minutes to complete. Pardue said drivers can initiate and complete updates during breaks or while eating a meal — although he noted the truck’s ignition must be on with the parking brake set in order for the update to begin.

Mack Over The Air is currently being provided at no charge on all new Mack trucks during the initial two-year base engine warranty, with customers having the option to extend the service after two years. Mack Over The Air is also included with the company’s extended engine coverage plans. New uptime contract subscriptions include Over The Air features, including two customer-initiated parameter updates per vehicle per year.

Uber’s Advanced Technologies Group released a video showcasing how its Autonomous Truck technologies can be used to haul goods across the country.

The video features an Uber autonomous truck transferring freight with a traditional heavy-duty truck in Arizona. According to the video, the self-driving truck was bringing goods that originated in the Midwest to a point near Topock, Arizizona, near the California-Arizona border. The self-driving truck is met by the traditionally driven truck, which has brought its own load from Los Angeles.

The video was not just for show. Uber's autonomous truck actually hauled the trailer from Sanders, Arizona, to Topock – a route spanning the length of the state. Arizona has become a hotbed of autonomous truck development in the past year, due in part to its regulatory climate that places few restrictions on self-driven vehicle testing.

At the meeting point, the two trucks traded loads, with the regular truck taking the goods from the Midwest back toward Los Angeles and the self-driving truck taking its new load back to the East.

Apart from showing how Uber’s autonomous truck technology can already be used on long haul routes, the video is meant to showcase that, in either case, a truck driver is still needed to operate each vehicle. This supports Uber’s vision for the future of trucking, where mixed fleets of self-driving long-haul trucks and human-driven regional trucks work together in a transfer hub logistical model.

This could also accelerate the timeline for self-driving trucks being used in regular operations. Current autonomous trucks still require a driver to be behind the wheel at all times, and have a harder time navigating in urban environments. But by relegating them to open roads on long-haul routes, autonomous trucks could haul freight at all hours and potentially improve efficiency.

In a blog post earlier this year, Uber outlined how this model for trucking could also help alleviate the trucking industry shortage in qualified drivers and help make existing jobs more appealing to younger prospective drivers. As self-driving trucks take over long haul routes, truckers would be required to driver regional routes with regular schedules and shorter hours. Uber also stated that it believed this could shift the industry away from per-mile pay to an hourly model.

]]>Uber sees its self-driving trucks taking over many of the long-haul cross country routes while traditionally driven trucks transfer the goods in regional settings. Photo: Uber ATGhttp://www.truckinginfo.com/channel/fleet-management/news/story/2018/03/uber-highlights-self-driving-truck-hauling-goods-cross-country.aspx